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HomeMy WebLinkAboutStaff Report 7066 City of Palo Alto (ID # 7066) City Council Staff Report Report Type: Action Items Meeting Date: 1/23/2017 City of Palo Alto Page 1 Summary Title: Middlefield Rd North Pilot Project and Transfer of Contingency Funds Title: Discussion and Direction to Staff to Implement a One-year Traffic Safety Pilot Project Along Middlefield Road Between the Menlo Park City Limits and Forest Avenue, F ind the Project Exempt From the California Environmental Quality Act (CEQA) and Approve a Budget Amendment in the General Fund From: City Manager Lead Department: Planning and Community Environment Recommendation Staff recommends that Council: 1. Review Alternative Concept Plans 7A and 7B for Middlefield Road between the Menlo Park city limits and Forest Avenue and identify a preferred alternative concept plan to implement as a one-year pilot project; 2. Amend the Fiscal Year 2017 Budget Appropriation Ordinance for a. the General Fund by: i. Increase the transfer to the Capital Fund in the amount of $200,000; and, ii. Decrease the Planning and Transportation Contingency in the amount of $200,000; b. the General Capital Improvement Fund by: i. Increase the transfer from the General Fund in the amount of $200,000; and ii. Increase the appropriation to Transportation and Parking Project (CIP PL-12000) by $200,000; and 3. Find the preferred Alternative Concept Plan exempt from environmental review as a minor change to existing roadways that would not result in significant environmental impacts. Executive Summary Beginning in early 2015, residents who live on or near the north end of Middlefield Road have corresponded with Staff regarding traffic conditions along Middlefield Road from Forest Avenue City of Palo Alto Page 2 to the Menlo Park city limits. The residents have cited a history of collisions, congestion during the peak hours, and speeding in the off-peak hours as recurring issues along the corridor. Of particular concern was the number of collisions occurring at the intersection of Middlefield Road and Everett Avenue and the amount of left-turning traffic at the intersection. As a result of these concerns, the Planning and Community Environment Department authorized a study of the intersection and adjacent Middlefield Road corridor. This study was completed in June 2015 and Alternative II identified in the report was implemented immediately as a one-year pilot. Alternative II includes time-of-day turn restrictions at both the Hawthorne Avenue and Everett Avenue intersections through added signage. Throughout late 2015 and early 2016, Staff continued to receive communications from residents voicing their concerns regarding the safety and operation of the corridor. Much of this feedback was related to an ongoing resurfacing project being completed by the Public Works Department along Middlefield Road. Many residents believed that this project offered the City a key opportunity to implement a lane reduction and other changes. In March 2016, City staff, including police and transportation staff (Councilmember Kniss was also in attendance), held a stakeholder’s meeting to listen to the concerns of the residents, discuss what Staff had done to-date and identify next steps. Several of the action items identified in this meeting were completed shortly afterwards, including: encouraging Menlo Park staff to remove the NO TURN ON RED restriction at Willow Road, replacing the turn- restriction signage to enhance clarity, utilizing traffic paint in lieu of thermoplastic to delineate lanes along Middlefield Road as part of the resurfacing project (traffic paint is much easier to remove that thermoplastic). At this stakeholder meeting, Staff also agreed to initiate a Traffic Safety Project in July 2016, upon the conclusion of the one-year turn-restriction pilot. In May 2016, City Council received a request for a lane reduction from the area residents in the form of a signed petition presented at a Council meeting. In July 2016, Staff initiated the Middlefield Road North Traffic Safety Project and began collecting and analyzing comprehensive traffic volume, speed and collision data. In August 2016, Staff convened a meeting with the local residents group behind the petition to identify and prioritize issues of concern along Middlefield Road. During this first meeting, residents cited traffic congestion, safety, high travel speeds, collisions, and noise as concerns and identified improved safety and quality of life as the primary goals of the project. Staff presented existing conditions and discussed the results of the previous study, which identified the potential for significant environmental impacts to the intersection of Middlefield Road and Lytton Avenue with the implementation of a lane reduction. The primary issues that were discussed at the meeting are below: Safety – A relatively high number of unreported collisions occur on this stretch of Middlefield City of Palo Alto Page 3 Road. Some collisions have resulted in encroachment into adjacent residential properties and injuries. Heavy foliage and limited sight lines contribute to some of the safety concerns. Quality of Life – Residents along this Residential Arterial have concerns that Middlefield Road and traffic congestion has created nuisances, including: difficulty accessing their properties, and increased noise levels due to motorists honking, engine noise, and collisions. With no buffer between the adjacent travel lanes and the curb, the comfort of the adjacent sidewalks is negatively impacted. Traffic Congestion – Over the past couple of years, there has been a perceived increase in traffic congestion. Congestion may be related to various projects underway along US 101 or within Menlo Park and the Stanford Medical Center. However, residents have concerns that increased congestion has led to the previously-mentioned degradation of safety and quality of life. As part of the Planning and Community Environment Department’s Traffic Safety Program, Staff worked with the neighborhood group to identify potential options and ideas, and held a community workshop on October 6, 2016 at the Downtown Library. During the community workshop, Staff presented five (5) alternative concept plans with the option to mix and match various features from each alternative concept plan to address the identified concerns (Concept Alternative Plans 1 through 5). As a result of this community-driven process, Staff identified two alternative concept plans that would address the bulk of the community concerns (Concept Alternative Plans 6A and 6B). Slight modifications to the final two alternative concept plans to improve traffic operations and limit impact to motor vehicle level of service (LOS) and better address pedestrian safety resulted in the development of Alternative Concept Plans 7A and 7B. Both Alternative Concept Plans 7A and 7B include traffic safety countermeasures that address concerns related to turning traffic to and from Everett Avenue, Hawthorne Avenue, and residential driveways. In general, Alternative 7A includes changes that address safety but reduces the capacity of Middlefield Road for motor vehicle traffic, while Alternative 7B addresses the safety concerns, but maintains as much of the existing traffic capacity along Middlefield Road as possible. Staff recommends implementing one of these alternative concept plans as a one-year pilot with extensive ongoing monitoring of the corridor and immediate project area. With this monitoring, there is an opportunity to partner with Carnegie Mellon University to test a new low-cost internet enabled roadway monitoring device that could be utilized throughout the City if successful. Staff would return to Council one-year after the implementation of the pilot for direction on whether to make the improvements permanent or modify the alternative and complete additional monitoring. Background The Middlefield Road North corridor provides a major connection between Palo Alto and Menlo Park, as well as connections to US 101 north of Palo Alto and connections to the East Bay. City of Palo Alto Page 4 Vehicles access this section Middlefield Road from Palo Alto Avenue, Hawthorne Avenue, Everett Avenue, Lytton Avenue, University Avenue, Hamilton Avenue, and Forest Avenue. The intersections of Lytton Avenue, University Avenue and Hamilton Avenue are signalized. Currently the only public transit service that travels along Middlefield Road between University Avenue and the Menlo Park city limits is the Dumbarton Express bus, which provides service between the Palo Alto Transit Center and the East Bay via the Dumbarton Bridge. On weekdays, there are approximately three Dumbarton Express buses in each direction during the morning peak-hour, and two in each direction during the evening peak-hour. Hawthorne Avenue ends at Middlefield Road forcing vehicles to turn left or right, whereas Everett Avenue is a through street across Middlefield Road. Everett Avenue is designated as a future bicycle boulevard in the Bicycle and Pedestrian Transportation Plan (2012), and provisions for bicyclists crossing Middlefield Road will need to be provided as part of this future unfunded project. Program T-39 in the Comprehensive Plan specifically discourages the installation of “traffic signals on[…] Middlefield Road north of Lytton Avenue and south of Channing Avenue to Embarcadero Road.” This segment of Middlefield Road carries about 18,000 motor vehicles during a typical weekday (approximately 10,000 southbound and 8,000 northbound). During both the morning and evening peak periods, there are approximately 1,400 vehicles travelling along this segment of Middlefield Road in both directions combined. The signalized intersection of Middlefield Road at Lytton Avenue operates as the primary constraint in capacity, and it currently operates at a motor vehicle level of service D during both the morning and evening peak-hours. Middlefield Road is classified as a Residential Arterial and has four general purpose travel lanes, with no shoulders. Both sides of Middlefield Road have a tree-lined planter strip that separates the sidewalk from the travel lanes. Program T-41 in the Comprehensive Plan, includes recommendations for Residential Arterials, which include “landscaping, medians, and other visual improvements to distinguish them as residential streets, in order to reduce traffic speeds.” Due to the tree-lined planting strips that are immediately adjacent to the travel lanes along Middlefield Road, sight lines from the side-street approaches are greatly impaired. This is particularly acute at the eastbound Everett Avenue approach to Middlefield Road, where sight distance looking north is severely limited by a row of large trees, which begin only 50 feet north of Everett Avenue. At Hawthorne Avenue, the first tree is approximately 80 feet from Hawthorne Avenue, which provides better sight lines for motorists and bicyclists travelling on east on Hawthorne Avenue approaching Middlefield Road. In recent years, there have been a number of collisions, both reported and unreported. According to data assembled by the California Highway Patrol, using the SWITRS database, the segment of Middlefield Road between the Menlo Park city limits and Lytton Avenue had City of Palo Alto Page 5 approximately 33 reported collisions over a five-year period from January 2009 to December 2013. For this type of collision history analysis, the last five years of complete data is typically used. In reviewing the reported-collision history and primary collision factors, Staff determined that most collisions were caused by right-of-way violations and the prevailing crash type was angle or broadside, which can likely be attributed to vehicles turning left or going straight from the stop-controlled side street approaches or to vehicles turning left from Middlefield Road into these side streets. Several of the collisions have resulted in injuries and/or have encroached onto the sidewalk area or private properties, creating safety and quality of life concerns for the residents that live and travel along Middlefield Road. In 2015, Staff initiated a peak-hour left-turn restriction prohibiting motorists and bicyclists from turning left from Hawthorne Avenue and Everett Avenue onto Middlefield Road in an effort to reduce the number of collisions. Motorists and bicyclists on Everett Avenue are also prohibited from going straight and must turn right during the peak hours. Although limited police enforcement was included with implementation, Staff continues to see consistent violations of the left-turn restrictions. At Middlefield Road and Hawthorne Avenue, the number of eastbound left-turns during the evening peak-hour actually increased from 42 to 57 after they were prohibited by signage. Table 1: Peak-hour Turning Movement Counts Source: Traffic Data Services, July 2016 Although not directly reported in most of the collision reports, the 85th-percentile speeds observed along this segment of Middlefield Road are typically between 31 and 34 miles per hour. The current certified speed limit is 25 miles per hour. A separate complete street project in the section of Middlefield Road south of Forest Avenue is currently in the final design phase and will be constructed in summer 2017 as part of a Public Works Department resurfacing project. Discussion Intersection Direction of Travel Peak-hour Period Left-turns 2016 (2015) Through- movements 2016 (2015) Middlefield/Hawthorne Eastbound 8-9 AM 43 (58) N/A Middlefield/Hawthorne Eastbound 5-6 PM 57 (42) N/A Middlefield/Everett Eastbound 8-9 AM 5 (21) 3(6) Middlefield/Everett Westbound 8-9 AM 0 (1) 2 (11) Middlefield/Everett Eastbound 5-6 PM 10 (23) 10 (30) Middlefield/Everett Westbound 5-6 PM 0 (1) 2 (5) City of Palo Alto Page 6 This Middlefield Road North Traffic Safety project is intended to address concerns brought to Staff by local residents that live on or near Middlefield Road, north Forest Avenue. The areas of concerns and focus of this current project is targeted at four main goals:  Reduce neighborhood impacts from through traffic and improve quality of life for local residents;  Improve access and mobility of all modes of travel;  Reduce vehicular collisions and improve corridor safety; and  Rationalize traffic operations. Staff also sought to identify an alternative concept plan that could be implemented on a pilot basis and not reduce motor vehicle level of service to a point that would result in significant environmental impacts and require a detailed and time-consuming Environmental Impact Report (EIR). The preparation of an EIR could delay the implementation of a project along this corridor by 12 months or more. Neighborhood Concerns: Staff has held three meetings with the stakeholder group, as well as one community open house. A significant area of concern for the stakeholder group is the quality of life along Middlefield Road. Their primary concerns include: noise, inability to maneuver in and out of private properties, proximity of fast moving traffic to sidewalks, lack of comfortable bicycle accommodations and a lack of crosswalks across Middlefield Road. Rationalize Traffic Operations: Middlefield Road is relatively narrow for a Residential Arterial and is generally 40 feet wide with four 10-foot-wide travel lanes. Left-turning vehicles on Middlefield Road typically block the inside travel lane, resulting in unsafe weaving between travel lanes. A relatively abrupt northbound lane-drop before Hawthorne Avenue results in aggressive lane-changing and conflicts between motorists. The southbound lanes on the curve departing the San Francisquito Creek bridge are extremely narrow and lack an adequate buffer for large vehicles. A goal of this project is to rationalize the current traffic operations and to follow the City’s complete streets policies and strategy to improve bicycle and pedestrian accommodations as well as improve traffic flow and better manage turning movements in an effort to improve the overall operation and safety of the corridor. Proven Traffic Safety Countermeasures Considered: Beginning in August 2016, Staff coordinated with the local stakeholder group and evaluated the most current traffic data (traffic volumes, speeds, collision history, etc.). Focusing on the identified areas of concern, Staff and the stakeholders group discussed various proven traffic safety countermeasure and organized preliminary alternative concept plans, with options of mixing and matching various countermeasures. Some of the proven traffic safety countermeasures considered include: City of Palo Alto Page 7  Class II Bicycle Lanes: Class II Bicycle Lanes are a four- to six-foot-wide lanes on a roadway dedicated to use by on-road bicyclists traveling in the same direction as adjacent traffic. Class II Bicycle Lanes are typically located between the general purpose travel lanes and the edge of the roadway or on-street parking (if present) and installed in both directions of travel. Though the evidence is limited, a study by Rodegerdts et al. (2004) suggested adding a bicycle lane reduces bicycle-related crashes by 35%. A more recent study by Abdel-Aty et al. (2014) found that bicycle lanes in Florida reduced the frequencies of all crash types by 27-32% and bicycle-related collisions by 58-60%.  Corridor Access Management: Corridor Access Management is a set of techniques used to control access to highways, major arterials, and other roadways. The benefits of corridor access management include improved movement of traffic, reduced crashes, and fewer vehicle conflicts. Corridor Access Management principles are applicable to roadways of all types, ranging from fully access-controlled facilities, such as freeways, to those with little or no access control, such as local streets. Successful Corridor Access Management, managed by change in access density, seeks to simultaneously enhance safety, preserve capacity, and provide for pedestrian and bicycle needs. According to the Federal Highway Administration, Corridor Access Management may reduce severe (injury/fatal) crashes along urban/suburban arterials by 25-31%. Corridor Access Management tools considered for Middlefield Road included restricted-movement designs for driveways (such as right-in/right-out only) and restricted-movement and alternative designs for intersections such as left-overs and median u-turns.  Median: A Median is an area between opposing lanes of traffic, excluding turn lanes. Medians in urban and suburban areas can either be open (pavement markings only) or they can be channelized (raised medians or islands) to separate various road users. According to the Federal Highway Administration, medians may reduce pedestrian crashes by 46% and motor vehicle crashes by up to 39%.  Paved Shoulder: A Paved Shoulder is a one- to 12-foot-wide area on a roadway that provides a buffer between the travel lanes and the edge of the roadway or on-street parking. Paved Shoulders provide an area for drivers to maneuver to avoid crashes. This is particularly important on high-speed, high-volume highways or at locations where there is limited stopping sight distance. According to the Federal Highway Administration, Paved Shoulder widths of approximately eight feet or greater are normally required for this function. Shoulders also improve bicycle accommodations. On most roadways, bicyclists are legally allowed to ride in the travel lanes. A Paved Shoulder offers cyclists an alternative to ride with some separation from motor vehicle traffic. This type of shoulder can also reduce risky passing maneuvers by motorists. Shoulders also improve stopping sight distance at horizontal curves by providing an offset to objects such as barrier and bridge piers. Data regarding the crash reduction factor for Paved Shoulders on urban and suburban arterials is unavailable. City of Palo Alto Page 8  Road Diet: A roadway reconfiguration known as a Road Diet offers several high-value improvements at a low cost when applied to traditional four-lane undivided roadways. In addition to low cost, the primary benefits of a Road Diet include enhanced safety, mobility and access for all road users and a complete streets environment to accommodate a variety of transportation modes. A classic Road Diet typically involves converting an existing four-lane, undivided roadway segment to a three-lane segment consisting of two through lanes and a center, two-way left-turn lane. According to the Federal Highway Administration, the resulting benefits include a crash reduction of 19- 47%, reduced vehicle speed differential, improved mobility and access by all road users, and integration of the roadway into surrounding uses that results in an enhanced quality of life. A key feature of a Road Diet is that it allows reclaimed space to be allocated for other uses, such as turn lanes, bus lanes, pedestrian refuge islands, bike lanes, sidewalks, bus shelters, parking or landscaping.  New Traffic Signal: A New Traffic Signal is a traffic control device installed at a previously-uncontrolled or STOP-controlled intersection. A New Traffic Signal assigns right-of-way to intersections users and can be programmed to provide protected movements for different roadway users and motorists and bicyclists making left and right turns across opposing traffic. A New Traffic Signal also provides significant access and mobility improvements for pedestrians, particularly those crossing the main street. According to the Federal Highway Administration, installation of a New Traffic Signal on roadways with more than 5,000 vehicles per lane per day may reduce all-types of crashes by 20-43%, left-turn crashes by 38%, and angle crashes by 29%. However, rear- end collisions have been shown to increase by 48% in some studies. Additional countermeasures and treatments are described in more detail below in the descriptions of the alternative concept plans. Preliminary Alternative Concept Plans: Working with the stakeholder group, staff initially came up with approximately ten different alternative concepts for this corridor. After a very high-level feasibility analysis, the alternative concepts were reduced to five (5) preliminary alternative concept plans that could reasonably be implemented within the existing constraints. Each of the alternative concept plans evaluated in detail are included in Attachment A. The following five (5) preliminary alternative concept plans were developed and presented at a community workshop held at the Downtown Library on October 6. All of them conform to two constraints: 1) no trees would be removed, and 2) the existing roadway would not be widened. Alternative Concept Plan 1: Concept Plan 1 is a hybrid road diet which includes conversion of the inside northbound travel lane into a two-way left-turn lane. Two southbound travel lanes and one northbound travel lane would be maintained. As presented, the concept would allow left turns out of the side streets as an option. City of Palo Alto Page 9 Pros: Address safety concerns and provides left-turn access to most driveways and side streets from Middlefield Road without blocking a shared through-lane. This concept also improves vehicle access from side streets by providing ability to make left-turns in two stages. Cons: Does not address bulk of stakeholders’ quality of life concerns. Small/minimal improvement for pedestrian and bicycle access. This concept would reduce northbound traffic capacity, which may result in longer queues on Lytton Avenue. Alternative Concept Plan 2: Alternative Concept Plan 2 is a hybrid road diet which includes conversion of the inside northbound travel lane to a raised median with left-turn pockets at Hawthorne Avenue and Everett Avenue. Option to extend median through intersections or provide left overs to side streets only. Could provide protected refuge island in median to improve pedestrian and bicycle access. Pros: Addresses safety concerns and could provide left turn access to side streets from Middlefield Road. Maintains uncontrolled pedestrian and bicycle crossing but provides a refuge island to allow for crossing in two stages. This concept plan provides option to prohibit left turns out of side streets and opportunities for landscaped medians. Cons: Does not address bulk of stakeholders’ quality of life concerns. Removes left turn access to/from private driveways. Alternative Concept Plan 3: Concept Plan 3 is a traditional road diet that removes one travel lane in each direction and includes two bicycle lanes or paved shoulders (up to five feet wide) and a two-way left-turn lane. Pros: Addresses safety concerns and provides left-turn lane for access to side streets from Middlefield Road and a refuge for two-stage left-turns out of side streets. Moves travel lanes five feet away from curb and provides buffer for motor vehicles exiting private driveways (limited with bicycle lane option). Cons: Reduces traffic capacity in both directions, with potentially significant traffic impacts at the intersection of Middlefield Road at Lytton Avenue unless a second southbound lane is added just before intersection. Continuous bicycle lane south of Everett Avenue may not be possible without substantial traffic capacity loss at signalized intersections (Lytton Avenue, University Avenue and Hamilton Avenue). Alternative Concept Plan 4: Concept Plan 4 is a traditional road diet that removes one travel lane in each direction and includes two bicycle lanes or paved shoulders (up to five feet wide), and a raised median with optional left-turn pockets at the intersections of Hawthorne Avenue and Everett Avenue. City of Palo Alto Page 10 Pros: Address safety concerns and provides left-turn lane for access to side streets from Middlefield Road and refuge for two-stage left turns out of side streets. Moves travel lanes five feet away from curb and provides buffer for motor vehicles exiting private driveways (limited with bicycle lane option). This concept provides a beautification opportunity with a landscaped median. Cons: Reduces traffic capacity in both directions, with potentially significant environmental impacts at the intersection of Middlefield Road and Lytton Avenue unless second southbound lane is added just before intersection. Continuous bicycle lane south of Everett Avenue may not be possible without substantial traffic capacity loss at signalized intersections (Lytton Avenue, University Avenue and Hamilton Avenue). Median prevents residents from accessing turning left into their driveways. A raised median between intersections would result in increased U-turns by Middlefield Road residents at intersections where width limitations may restrict U-turn ability, or would require them to travel through adjacent streets and neighborhoods. Left-turn restrictions out of Hawthorne and Everett would require vehicles to divert through neighborhoods and travel to Lytton Avenue; however, speculation is that much of the current left turn traffic does not originate from the Downtown North neighborhood and restrictions may result in a decrease in neighborhood traffic. Alternative Concept Plan 5: Concept Plan 5 is a hybrid road diet which includes conversion of the outside travel lanes to full-time or part-time on-street parking. Left-turn pockets could be installed with the full-time parking option by eliminating the on-street parking in advance of intersections. Pros: Addresses safety concerns by reducing the number of travel lanes that turning vehicles need to cross and likely reducing travel speeds long Middlefield Road. Moves travel lanes seven to ten feet away from curb and provides buffer for motor vehicles exiting private driveways (limited with part-time parking option). Single travel lane in each direction is a safety improvement for pedestrians crossing Middlefield Road. Cons: Substantially reduces traffic capacity in both directions and likely results in potentially significant environmental impacts unless additional travel lanes are introduced before the signalized intersections. Existing Traffic Signal Analysis Using the recent traffic counts included as Attachment B, Staff evaluated the intersections of 1) Middlefield Road at Lytton Avenue and 2) Middlefield Road at University Avenue as they would operate under the various preliminary alternative concept plans (see below for an explanation of the analysis with future traffic volumes). In 2015, Staff had contracted with the consultant firm Stantec, to analyze existing operating conditions and to evaluate turn restrictions at the intersections of Middlefield Road and City of Palo Alto Page 11 Hawthorne Avenue and Middlefield Road and Everett Avenue. This report (included as Attachment C) concluded that turn restrictions could be implemented for vehicles turning out of Everett Avenue and Hawthorne Avenue onto Middlefield Road without triggering potentially significant environmental impacts. The Stantec report did not evaluate lane reductions on Middlefield Road or lane changes to the intersection of Middlefield Road and Lytton Avenue. Using the City’s adopted standards of significance for increased delays at signalized intersections and existing traffic volumes, staff evaluated the preliminary alternative concept plans described above and determined that a reduction from two to one general purpose travel lane on the southbound Middlefield Road approach to Lytton Avenue would trigger a potentially significant environmental impact at the intersection. Thus, any alternative concept plans with a southbound lane reduction would need to include the reintroduction of a second southbound lane between Everett Avenue and Lytton Avenue to avoid a potentially significant environmental impact. As part of this analysis, the northbound Middlefield Road approach to Lytton Avenue was also evaluated in conjunction with the eastbound approach of Lytton Avenue, where there are currently two lanes available to turn left onto Middlefield Road northbound. Northbound Middlefield Road through the intersection could be reduced to one through-lane and still operate at an acceptable level of service. This modification would require that the Lytton Avenue eastbound approach be reconfigured to include only one left-turn lane. With these changes, the intersection of Middlefield Road and Lytton Avenue would continue to operate at Level of Service D. However, other issues, such as extended motor vehicle queues, may occur on Lytton Avenue and/or northbound Middlefield Road. Refined Alternative Concept Plans: During the public open house on October 6, the five (5) preliminary alternative concepts were presented with various, interchangeable features, such as turn restrictions at the intersections or directional lane reductions. The goal was to get an understanding of the community’s preferences, which included the following:  Maintain left-turn access into private driveways;  Left-turns out of side streets could be restricted (requires detour to the Lytton Avenue intersection), but maintain left-turns from Middlefield Road onto side streets;  Calm Middlefield Road traffic; and  Provide a buffer between moving motor vehicles and the sidewalk area. Following the public open house and existing traffic signal analysis, Staff reviewed the pros and cons of each alternative concept plan with respect to the goals of the project as well as neighborhood stakeholder feedback. Staff developed two (2) refined alternative concept plans (6A and 6B) to advance into additional operational and feasibility study. These revised alternative concept plans drew elements from many of the five (5) preliminary alternative concept plans. Due to the limited right-of-way width and other constraints, one ideal solution to solve all of the issues is not feasible. Therefore, Alternative Concept Plan 6A primarily City of Palo Alto Page 12 addresses the safety concerns and the neighborhood quality of life needs, while Alternative Concept Plan 6B primarily addresses the safety concerns while maintaining as much of the current traffic flow operations as possible. In addition, consideration was given to the potential for significant environmental impacts at the intersection of Middlefield Road and Lytton Avenue. After additional analysis of operational conditions at the intersection of Middlefield Road and Lytton Avenue, Alternative Concept Plans 6A and 6B were modified slightly to avoid potentially significant impacts; resulting in Final Alternative Concept Plans 7A and 7B. These concepts can be implemented as a pilot project with minimal investment and could be limited to revised striping, temporary curb materials, and minimal traffic signal changes. Table 2 summarizes the performance of each Alternative Concept Plan with respect to the project goals. City of Palo Alto Page 13 Table 2: Performance of Alternative Concept Plans against Project Goals Preliminary Concepts Revised Final Goals 1 2 3 4 5 6A 6B 7A 7B 1 Reduce collisions and improve corridor safety  2 Reduce neighborhood impacts from through traffic and improve quality of life for local residents  3 Improve access and mobility for all modes of travel  4 Rationalize traffic operations      5 Avoid potentially significant environmental impact  Mostly addresses or accomplishes goal Partially addresses goal Does not accomplish or address goal Source: Planning and Community Environment Department, January 2017 Alternative Concept Plans 6A/7A: These alternative concept plans are most closely related to Alternative Concept Plan 3 and include a traditional road diet. At the intersections with Hawthorne Avenue and Everett Avenue, all cars approaching Middlefield Road would be required to make a right-turn, while left-turns and through movements would be restricted by raised medians and signage. These concept plans may include two five-foot-wide bicycle lanes or paved shoulders. Bicycle lanes between Palo Alto Avenue and Everett Avenue are feasible with this option, but because bicycle lanes do not currently exist north or south of the project area, a short two-block section would have little benefit as compared to a paved shoulder. Because Alternative Concept Plan 6A only includes one southbound travel lane approaching the Lytton Avenue intersection, the preliminary traffic analysis predicts an increase in intersection delay that would trigger a potentially significant environmental impact and require additional environmental analysis such as an Environmental Impact Report (EIR). In general, traffic signals create the capacity bottleneck along most roadways. Currently, the traffic demand along Middlefield Road in both the northbound and southbound direction is close to the effective City of Palo Alto Page 14 capacity of the traffic signals at both Lytton Avenue and University Avenue. Evaluation of the traffic signals with only one northbound and/or one southbound travel lane on Middlefield Road led to increased vehicular delays that would exceed the City’s standards of significance. The motor vehicle level of service analysis is included as Attachment D. Lane reductions on Middlefield Road could trigger potentially significant environmental impacts at both Lytton Avenue and University Avenue. Therefore, staff modified the concept plans such that they would maintain two approach lanes for each direction of Middlefield Road through these intersections. Concept Plan 7A incorporates necessary modifications to 6A to address the potentially significant environmental impact at the Lytton Avenue intersection by adding a second southbound lane that would start in the block between Everett Avenue and Lytton Avenue. Based on a preliminary traffic analysis, these changes would keep the intersection operations at an acceptable motor vehicle level of service D. Because the northbound Middlefield Road departure is reduced to one travel lane, the northbound approach is modified to have one left- turn-only lane and one through-/right-turn lane. The change in the northbound direction would result in an average increase in delay of approximately seven seconds, but would remain at an acceptable level of service D.1 Eastbound Lytton Avenue would also be modified to only have one left-turn lane and one shared through-/right-turn lane. The modifications on Lytton Avenue would have a negligible effect on the intersection delay and level of service. With the lane reductions, traffic queues may temporarily extend back into Menlo Park along southbound Middlefield Road; however the merging operations are not anticipated to cause queues to back up to the Willow Road intersection, which is signalized. An additional drawback of Concept 7A is that there would be a new southbound merge and lane reduction just south of the Menlo Park city limits and a new lane would begin just north of Lytton Avenue. This could lead to driver confusion and/or aggressive driving in the merge and taper areas. For the pilot project, no changes are proposed for the segment between Lytton Avenue and Forest Avenue, with the exception of the modifications to the northbound Middlefield Road approach to Lytton Avenue as described above. Any lane configuration changes south of Lytton Avenue would either degrade the motor vehicle level of service or require substantial infrastructure and traffic signal modifications. This could be re-evaluated if the project is made permanent, but is not included in any of the Alternative Concept Plans for the one-year pilot. Alternative Concept Plans 6B/7B: These alternative concept plans are most closely related to Alternative Concept Plan 1, with the addition of turn restrictions at Hawthorne Avenue and Everett Avenue (right-turn only). While vehicles that currently turn left onto or across Middlefield Road from Everett Avenue or Hawthorne Avenue would need to travel to Lytton 1 Please note that some Councilmembers have expressed an interest in modifying the City’s threshold for significant impacts at signalized intersection such that degrading from level of service C to D would be considered a significant environmental impact. This change has not been approved by the City Council as a whole and has not been used in this analysis. City of Palo Alto Page 15 Avenue to turn left onto Middlefield Road, Concept 7B would generally maintain the existing roadway operations along Middlefield Road in the southbound direction. Alternative Concept Plan 6B primarily focuses on addressing the safety concerns related to collision history and maintaining current traffic capacity; however it has less emphasis on residents’ concerns related to quality of life. The neighborhood stakeholder group has expressed their opinion that Alternative Concept Plan 6B (and presumably 7B) is not acceptable from their standpoint. Alternative Concept Plan 7B is similar to 6B, with the exception that only one northbound lane proceeds straight at the intersection with Lytton Avenue and only one lane turns left from eastbound Lytton Avenue to northbound Middlefield Road. Alternative Concept Plan 7B extends the two-way left-turn lane to Lytton Avenue and maintains the current ability for residents to turn left into their private driveways from Middlefield Road. The lane configuration of Middlefield Road south of Lytton Avenue would remain four lanes (two in each direction) for both Alternative Concept Plan 6B and 7B, however the northbound approach to Lytton Avenue would be converted to one left-turn only lane and one shared through-/right-turn lane. For the pilot project, no changes are proposed for the segment between Lytton Avenue and Forest Avenue, with the exception of the modifications to the northbound Middlefield Road approach to Lytton Avenue as described above. Any lane configuration changes south of Lytton Avenue would either degrade the motor vehicle level of service or require substantial infrastructure and traffic signal modifications. This could be re-evaluated if the project is made permanent, but is not included in any of the Alternative Concept Plans for the one-year pilot. Trial Implementation and Monitoring Staff recommends implementing either Alternative Concept Plan 7A or 7B as a one-year pilot. With the implementation of the pilot, Staff will undertake extensive data collection before and during the pilot. Ongoing monitoring is anticipated to include the following data:  Intersection turning movement counts and intersection level of service at the Lytton Avenue and University Avenue signalized intersections;  Traffic volumes, vehicle classifications, and speeds on Middlefield Road, Palo Alto Avenue, Hawthorne Avenue, Everett Avenue, Lytton Avenue, University Avenue, Byron Street, Fulton Street, Webster Street, and Guinda Street;  Travel times along Middlefield Road (perhaps using Bluetooth or GPS technology);  Pedestrian and bicycle volumes at the Hawthorne Avenue and Everett Avenue intersections;  Ambient noise/decibel levels at various times of day;  Queuing lengths during the morning, mid-day, and evening peak-hours at the Lytton Avenue and University Avenue signalized intersections; and  Collision history. City of Palo Alto Page 16 With this monitoring, there is an opportunity to partner with Carnegie Mellon University to test a new low-cost internet enabled roadway monitoring device that could be utilized throughout the City if successful. If feasible, this technology will supplement, not replace, proven data collection methods. Following a one-year pilot, Staff will bring a recommendation to the Planning and Transportation Commission and City Council for direction on a permanent solution or modifications to the pilot. Long Term Traffic Growth The Alternative Concept Plans were evaluated with respect to future growth projections and potentially significant environmental impacts are not anticipated. The traffic analyses estimate that the expected delay due to projected growth by the year 2035 would cause the intersection of Middlefield Road and Lytton Avenue to decrease to Level of Service F; however the delay increases would be approximately the same with both the existing geometric configuration and the configurations included in the Alternative Concept Plans. Policy Implications Comprehensive Plan goals, policies, and programs that support the implementation of a one- year pilot include: Policy T-2: Consider economic, environmental, and social cost issues in local transportation decisions. Goal T-3: Facilities, Services, and Programs the Encourage and Promote Walking and Bicycling. Policy T-14: Improve pedestrian and bicycle access to and between local destinations, including public facilities, schools, parks, open space, employment districts, shopping centers, and multi-modal transit stations. Program T-22: Implement a network of bicycle boulevards, including extension of the southern end of the Bryant Street bicycle boulevard to Mountain View. Policy T-24: Maintain a hierarchy of streets that includes freeways, expressways, arterials, residential arterials, collectors, and local streets. Policy T-25: When constructing or modifying roadways, plan for usage of the roadway space by all users, including motor vehicles, transit vehicles, bicyclists, and pedestrians. Program T-34: Establish procedures for considering the effects of street modifications on emergency vehicle response time. City of Palo Alto Page 17 Policy T-28: Make effective use of the traffic-carrying ability of Palo Alto’s major street network without compromising the need of pedestrians and bicyclists also using this network. Program T-39: Maintain the current program of not adding traffic signals on Alma Street north of Lytton Avenue and south of Channing Avenue to Churchill Avenue and on Middlefield Road north of Lytton Avenue and south of Channing Avenue to Embarcadero Road. Goal T-5: A Transportation System with Minimal Impacts on Residential Neighborhoods Policy T-30: Reduce the impacts of through-traffic on residential areas by designating certain streets as residential arterials. Program T-41: The following roadways are designated as residential arterials. Treat these streets with landscaping, medians, and other visual improvements to distinguish them as residential streets, in order to reduce traffic speeds. • Middlefield Road (between San Francisquito Creek and San Antonio Road) Policy T-33: Keep all neighborhood streets open unless there is a demonstrated safety or overwhelming through-traffic problem and there are no acceptable alternatives, or unless a closure would increase the use of alternative transportation modes. Goal T-6: A High Level of Safety for Motorists, Pedestrians, and Bicyclists on Palo Alto Streets. Policy T-39: To the extent allowed by law, continue to make safety the first priority of citywide transportation planning. Prioritize pedestrian, bicycle, and automobile safety over vehicle level-of-service at intersections. Resource Impact Staff requests City Council approval for the transfer of funds in the amount of $200,000 from the Fiscal Year 2017 General Fund Planning and Transportation Contingency to CIP project PL- 12000 to fund the estimated cost of the pilot project. This is based on planning-level cost estimates that include design, installation and monitoring before and after installation. Staff estimates that the cost to implement and monitor either alternative would be approximately the same. The cost for final design and implement the striping changes and temporary rubber medians is approximately $129,000. The anticipated monitoring and reporting cost is approximately $52,000. Staff has included approximately 10% for contingency expenses for a total of $200,000. City of Palo Alto Page 18 Timeline Upon direction from City Council on the preferred Alternative Concept Plan, Staff will work with on-call consultants to develop plans for installation of the pilot. Final designs are scheduled to be completed by spring 2017. Construction will begin shortly thereafter. Environmental Review Given the nature of the proposed improvements for either Alternative Concept Plan 7A or 7B, the project qualifies for a Class 1 Categorical Exemption. The Class 1 exemption covers minor alterations to existing facilities so long as they involve no or negligible expansion of use. Although the pilot project could potentially include a lane reduction on Middlefield Road, the overall roadway capacity change would be negligible because two lanes would be maintained at the intersections with Lytton Avenue and University Avenue and the signalized intersections are anticipated to operate at approximately the same motor vehicle level of service as they do under existing conditions. Also, queueing conditions may change, but are not anticipated to interfere with traffic signal operations of adjacent intersections under normal conditions. Attachments:  Attachment A - Alternative Concept Plans  Attachment B - Existing Traffic Volumes  Attachment C - Stantec Final Report  Attachment D - Middlefield Rd and Lytton Ave LOS Analysis  Attachment E - Middlefield Rd (Lytton Ave to Hawthorne Ave) Collision History Concept 1 - TWLTL a b b a c Two Southbound Lanes To accommodate existing higher traffi c volumes in this direction (ADT=approximately 10,000 vehicles) Northbound Lane Traffi c volumes are slightly lower for this direction. (ADT=approximately 8,500 vehicle) M IDDLEFIELD ROAD NORTH TRAFFIC SAFETY PROJECT NOTES: SEE SECTION A-A ABOVE TO MENLO PARK HA W T H O R N E A V E EV E R E T T A V E LY T T O N A V E MIDDLEFIELD RD Two southbound travel lanes, one northbound travel lane and a two-way turn lane Two Way Turn Lane A striped two-way left turn lane helps mainain access to all driveways. The lane also provides drivers with the ability to slow down in turn lane prior to entering a driveway. d Optional Traffi c Signal Install a new signal at Hawthorne Ave to improve safety and operation at the intersection. a bd c a b TO MENLO PARK HA W T H O R N E A V E EV E R E T T A V E LY T T O N A V E MIDDLEFIELD RD SEE SECTION A-A ABOVE Concept 2 - Median b a c Two Southbound Lanes To accommodate existing higher traffi c volumes in this direction (ADT=approximately 10,000 vehicles) One Northbound Lane Traffi c volumes are slightly lower for this direction. (ADT=approximately 8,500 vehicle) M IDDLEFIELD ROAD NORTH TRAFFIC SAFETY PROJECT NOTES: Two southbound travel lanes, one northbound travel lane and a continuous median Continuous Median Provides continuous landscaped median that restricts mid-block access to driveways, and left turns onto Everett Ave from Middlefi eld Rd. a b c b TO MENLO PARK HA W T H O R N E A V E EV E R E T T A V E LY T T O N A V E MIDDLEFIELD RD SEE SECTION A-A ABOVE Concept 3 - Bike Lanes/TWLTL b a Bicycle Lanes Add bicycle lanes in both directions to promote and encourage biking Striped Two-Way Turn Lane Maintains access to all driveways M IDDLEFIELD ROAD NORTH TRAFFIC SAFETY PROJECT NOTES: One southbound travel lane, one northbound travel lane, two-way turn lane and two bicycle lanes c Reduced Travel Lanes Remove one travel lane to help reduce roadway speed. A slower corridor would improve safety for all users-bikes, pedestrians and vehicles. a a b c b 10‘ 10‘ 10‘ 5‘ 5‘ TO MENLO PARK HA W T H O R N E A V E EV E R E T T A V E LY T T O N A V E MIDDLEFIELD RD SEE SECTION A-A ABOVE Concept 4 - Bike Lanes/Median b a c Reduced Travel Lanes Remove one travel lane to help decrease roadway speed. A slower corridor will improve safety for all users, bikes, pedestrians and vehicles Left –turns Restricted Out of Neighborhood At the intersection of Everett/Middlefi eld left turns are restricted to reduce impacts of traffi c in the neighborhood, reducing collisions and increasing safety. M IDDLEFIELD ROAD NORTH TRAFFIC SAFETY PROJECT NOTES: One southbound travel lane, one northbound travel lane, a continuous median and two bicycle lanes Bicycle Lanes Add bicycle lanes in both directions to promote and encourage ridership d Optional Traffi c Signal Install a new signal at Hawthorne Ave to improve safety and operation at the intersection ad b c c a b PARKING PARKING TO MENLO PARK HA W T H O R N E A V E EV E R E T T A V E LY T T O N A V E MIDDLEFIELD RD SEE SECTION A-A ABOVE Concept 5 - Parking b a On-Street Parking To help in reduced travel speeds, minimize collisions and maintain the residential character of this neighborhood without backing out of driveways. Optional 24-hour parking or parking available during off -peak hours only, allowing for 4-lane roadway during peak hours M IDDLEFIELD ROAD NORTH TRAFFIC SAFETY PROJECT NOTES: One southbound travel lane, one northbound travel lane, two on-street parking lanes a a c Reduced Travel Lanes Remove one travel lane to help decrease roadway speed. A slower corridor will improve safety for all users, bikes, pedestrian and vehicles TREET RNE AVENUE BY R O N S T R E E T FULTON STREET EVERETT AVENUE MIDDLEFIELD ROAD MI D D L E F I E L D R O A D T AVENUE BYRON STREET FU L T O N S T R E E T LYTTON AVENUE GUINDA STREET LYTTON AVENUE FULTON STREE MIDDL N AVENUE GUINDA STREET LO ALTO AV E N U E P A L O A L T O A V E N38 44 633 621 401 649 437 656 44 50 60 333 34 28 36 626 320 634 318321 305 654 666 623 643 36 28 660 211 221 236 228 218 242 250 247 243 657 258 676 688 251 22 12 644 229 231 235 237 175 177 154 156 164 168 443 425 72 5 478 435 428 422 416 73 2 72 4 425 415 405 675 352 344 328 336343 434 352 360359 351 345 645 651 665 667 417 409 401 420 412 76 0 402 72 6 311 312 320 328 336 335 329 325 319 344 76 1 345 355 357 434 428 77 169 181 187 150 142 140 212 684 204 678 216 212 211 201 133 200 125 710 730 130 1 2 0 7 4 4 750 158 75 8 77 0 798 320 328 336 348 77 1 311 321 329 270 256 240245 235 234 225 228 222 754 766 772 121 115 776 780 211 213 782 784 215 225 241 786 788 790 247 792 76 1 75 1 253 631 625 627 633 635 637 639 641 360 483 409 419 630 664 629 64 7 64 9 245 166 390 720 740 1 (5) 118 (61) 10 (12) 58 (54) 31 6 ( 3 9 6 ) 86 ( 5 8 ) 4 ( 1 3 ) 10 ( 1 4 ) 48 2 ( 4 9 7 ) 22 (206) 204 (234) 35 5 ( 1 6 3 ) 38 ( 8 7 ) SB ADT: 9949 81 0 ( 6 4 9 ) 43 (57) 33 ( 1 4 1 ) 83 0 ( 7 9 0 ) 22 ( 8 ) 53 9 ( 6 6 2 ) 31 (32) 63 (33) NB ADT: 8474 5 (10) 25 (22) 2 (2) 0 (0) 8( 6 ) 50 6 ( 6 2 8 ) 16 ( 8 ) 17 ( 9 2 ) 3 (10) This map is a product of the City of Palo Alto GIS This document is a graphic representation only of best available sources. 0' 100' Middlefield North Traffic Safety XX (XX): AM (PM) Peak Hour Turning Movement CountsAM Peak Hour: 8-9 am: PM Peak hour: 5-6pmADT: Average Daily TrafficData collected July 2016 CITY O F PALO A L TO I N C O R P O R ATE D C ALIFOR N IA P a l o A l t oT h e C i t y o f A P RIL 16 1894 The City of Palo Alto assumes no responsibility for any errors. ©1989 to 2016 City of Palo Alto raggarw, 2016-08-23 14:52:03Middlefield TSP-traffic data (\\cc-maps\gis$\gis\admin\Personal\raggarw.mdb) Final Report A Focus Traffic Operations Study of Middlefield Road near Everett Avenue June 30, 2015 In the City of Palo Alto A FOCUS TRAFFIC OPERATIONS STUDY OF MIDDLEFIELD ROAD NEAR EVERETT AVENUE Final Report Prepared for: The City of Palo Alto Prepared by: Stantec Consulting Services June 30, 2015 THIS PAGE LEFT INTENTIONALLY BLANK A FOCUS TRAFFIC OPERATIONS STUDY OF MIDDLEFIELD ROAD NEAR EVERETT AVENUE i CONTENTS 1.0 EXECUTIVE SUMMARY ..................................................................................................... 2 2.0 FOCUS OF PROJECT AND STUDY APPROACH ................................................................ 3 2.1 PROJECT OBJECTIVES DESCRIPTION ................................................................................. 3 2.2 STUDY APPROACH ............................................................................................................... 3 3.0 SETTING ............................................................................................................................. 4 3.1 EXISTING STREET SYSTEM ...................................................................................................... 4 3.1.1 Traffic Data Collection................................................................................................ 4 3.2 ROADWAY AND INTERSECTION OPERATING CONDITIONS ........................................... 5 3.3 SIGNIFICANCE CRITERIA ..................................................................................................... 5 3.3.1 Intersection Level of Service ...................................................................................... 6 4.0 PROJECT ALTERNATIVE TRAFFIC OPERATIONAL ANALYSIS ........................................... 8 4.1 ALTERNATIVE I: MOVE NORTHBOUND LANE DROP TO SOUTH OF EVERETT AVENUE ................................................................................................................................. 8 4.2 ALTERNATIVE II: RIGHT-IN AND RIGHT-OUT ONLY AT EVERETT AVENUE TRAFFIC CONDITIONS .......................................................................................................... 9 4.3 POTENTIAL PEDESTRIAN IMPROVEMENT MEASURES FOR CROSSING MIDDLEFIELD ROAD ........................................................................................................... 10 5.0 CONCLUSION ................................................................................................................ 11 LIST OF TABLES Table 1: Existing LOS of Study Intersections ................................................................................. 6 Table 2: Existing and Lane Drop Alternative LOS of Study Intersections ................................ 9 LIST OF FIGURES Figure 1: Intersection Turning Movement Volumes – Existing AM and PM Peak .................. 7 LIST OF APPENDICES APPENDIX A PROPOSED PROJECT ALTERNATIVE ........................................................... A.1 APPENDIX B TRAFFIC VOLUME COUNTS ......................................................................... B.2 APPENDIX C INTERSECTION LOS ANALYSIS .................................................................... C.3 A FOCUS TRAFFIC OPERATIONS STUDY OF MIDDLEFIELD ROAD NEAR EVERETT AVENUE 2 1.0 EXECUTIVE SUMMARY The purpose of this study is to conduct a focus traffic study of Middlefield Road near Everett Avenue. The specific tasks include: • Evaluate potential impacts of moving the existing northbound lane drop on Middlefield Road from north of Everett Avenue to south of Everett Avenue. • Evaluate safety improvements at the intersection of Middlefield Road/Everett Avenue. Stantec obtained a.m. and p.m. peak hours intersection turning movement counts at three study intersections: • Middlefield Road/Hawthorne Avenue • Middlefield Road/Everett Avenue • Middlefield Road/Lytton Avenue The level of service (LOS) for the intersection of Middlefield Road/Lytton Avenue operate at acceptable LOS D or better while the LOS at the other two intersections operate at unacceptable LOS F. Alternative I: Move Northbound Lane Drop to South of Everett Avenue Under this alternative, the LOS at the interseciton of Middlefield Road/Hawthorne Avenue would deteriorate from LOS E to LOS F during the p.m. peak hour. And the LOS at the interseciton of Middlefield Road/Lytton Avenue would deteriorate from LOS D to LOS E during the a.m. peak hour. The City of Menlo Park has recently changed the signal timing at the intersection of Willow Road/Middlefield Road. It might take some time for the City of Menlo Park to monitor and make any appropriate adjustments to better serve the traffic demands. Due to all the factors above, it is recommended the City work with Menlo Park for any further adjustments to the signal timing at Willow/Middlefield and follow up to conduct additional study as appropriate before taking further action. Alternative II: Right-In and Right-Out Only At Everett Avenue Based on review of the collision data, field observations and discussions with city staff and residents, Stantec recommends restricting the movements on Hawthorne Avenue to right-turn only during the a.m. (7 – 9) and p.m. (4 – 6) peak hours on weekdays, Monday to Friday. Together with some enforcement, the implementation of the time limited right-turn only restriction on Everett Avenue at the intersection could be effective. A FOCUS TRAFFIC OPERATIONS STUDY OF MIDDLEFIELD ROAD NEAR EVERETT AVENUE 3 2.0 FOCUS OF PROJECT AND STUDY APPROACH 2.1 PROJECT OBJECTIVES DESCRIPTION One of the purpose of this focus traffic operation study is to evaluate the potential impacts of moving the existing northbound lane drop on Middlefield Road from north of Everett Avenue near Hawthorne Avenue to south of Everett Avenue. This is based on a draft plan line concept drawing provided by the City (see Appendix A). It is our understanding that the existing crash data indicated traffic on Everett Avenue making an eastbound left-turn to travel northbound on Middlefield Road towards Menlo Park being struck by northbound traffic. The study will also analyze if making Everett Avenue into Right-In and Right- Out only might significantly impact traffic on Lytton Avenue and Middlefield Road. Lastly, it is our understanding that there is an interest in the community to improve pedestrian connections across Middlefield Road. Stantec will discuss potential pedestrian improvement measures that could enhance pedestrians’ safety at unsignalized intersections and mid-block pedestrian crossings by increasing driver awareness of potential pedestrian conflicts. 2.2 STUDY APPROACH Stantec collected the existing a.m. and p.m. peak hour intersection turning movement counts for auto and pedestrians for the study intersections of Middlefield Road/Everett Avenue, Middlefield Road/Lytton Avenue and Middlefield Road/Hawthorne Avenue. The counts would be utilized in computing the base and future alternative level of service (LOS) analysis. Field observations were conducted for two days during the a.m. and p.m. peak period. Stantec created a Synchro traffic model to evaluate the potential impacts of moving the existing northbound lane drop on Middlefield Road from north of Everett Avenue near Hawthorne Avenue to south of Everett Avenue. Study Vicinity A FOCUS TRAFFIC OPERATIONS STUDY OF MIDDLEFIELD ROAD NEAR EVERETT AVENUE 4 3.0 SETTING The following section describes the existing transportation conditions in the vicinity of the study area, including descriptions of the existing street system and intersection operating conditions. 3.1 EXISTING STREET SYSTEM Middlefield Avenue is generally a four lane north-south arterial roadway that connects downtown Palo Alto near University Avenue in the south to Menlo Park in the north near Willow Road. The existing average daily traffic (ADT) is approximately 14,000 vehicles per day (vpd). Lytton Avenue is generally a four lane east-west arterial roadway that connects Alma Street near the Caltrain Station in the west to Middlefield Road in the east. The existing ADT is approximately 9,000 vpd. Everett Avenue is a two lane local residential street that connects from Alma Street in the west to Middlefield Road in the east. The ADT volumes near Middlefield Road are approximately 2,400 vpd. Hawthorne Avenue is a two lane local residential street that connects from Alma Street in the west to Middlefield Road in the east. The ADT volumes near Middlefield Road are approximately 2,600 vpd. 3.1.1 Traffic Data Collection The a.m. and p.m. peak hours intersection turning movement counts for auto and pedestrians were obtained for three study intersections:1 • Middlefield Road/Hawthorne Avenue • Middlefield Road/Everett Avenue • Middlefield Road/Lytton Avenue The counts would be utilized in computing the base and future alternative level of service (LOS), queuing and travel time analysis. In addition, field observations were conducted for two days during the a.m. and p.m. peak periods. 48-hours Average Daily Traffic (ADT) counts were obtained at six roadway segments (two each on Byron Street and Webster Street; and one each on Everett Avenue and Hawthorne Avenue). 1 Traffic counts collected on March 17-18, 2015 A FOCUS TRAFFIC OPERATIONS STUDY OF MIDDLEFIELD ROAD NEAR EVERETT AVENUE 5 3.2 ROADWAY AND INTERSECTION OPERATING CONDITIONS This section summarizes existing roadway and intersection operating conditions. The analysis is based on recent intersection turning movement counts data collected as described in Section 3.1.1 (Traffic Data Collection), intersection lane configurations, and signal timing data. Figure 1 shows the turning movement volumes at each study intersection. Intersection turning movement counts collected by Stantec are included in Appendix B. The heaviest movement for both peak hours is in the southbound direction. Field observations showed that frequently there is a queue on Middlefield Road in the southbound that starts at Lytton Avenue and could backup to slightly past Everett Avenue as shown in Exhibit I. In the northbound, it was observed that occasionally the queue that starts at the intersection of Willow Avenue/Middlefield Road could backup and overflow to slightly south of Hawthorne Avenue as shown in Exhibit II. Based on discussions with City staff, it was also noted that occasionally the northbound queuing could also overflow and extend to Lytton Avenue. 3.3 SIGNIFICANCE CRITERIA The following is the City’s criteria of significance to determine the potential impacts associated with a proposed project or action: the operational impacts on intersections are considered significant when project-related traffic causes the intersection level of service to deteriorate from LOS D or better to LOS E or LOS F, or from LOS E to LOS F. Exhibit I: Middlefield Rd - Looking South near Everett Ave Exhibit II: Middlefield Road – Looking North Near Hawthorne Ave A FOCUS TRAFFIC OPERATIONS STUDY OF MIDDLEFIELD ROAD NEAR EVERETT AVENUE 6 Traffic operating conditions are evaluated through the determination of Level of Service (LOS), a qualitative measure describing operational conditions. In Palo Alto, LOS A through D are considered acceptable, and LOS E and LOS F are considered unacceptable service levels. A description of the level of service grades and their associated ranges of average controlled delay for signalized intersections is included in Appendix C. 3.3.1 Intersection Level of Service The results of the LOS analysis for the study intersections are shown in Table 1. The LOS for the intersection of Middlefield Road/Lytton Avenue operate at acceptable LOS D or better while the LOS at the other two intersections operate at unacceptable LOS F. Table 1: Existing LOS of Study Intersections ID Intersection Existing Control A.M. P.M. Delay LOS Delay LOS 1 Middlefield Road/Hawthorne Avenue One-Way Stop 126.9 F 44.8 E 2 Middlefield Road/Everett Avenue Two-Way Stop 32.7 D 57.9 F 3 Middlefield Road/Lytton Avenue Signal 51.0 D 48.0 D The turning movement counts collected for the three study intersections and ADT volumes are included in Appendix B. Detailed level of service worksheets are provided in Appendix B. The primary causes of the congestion (and associated long delays and low service levels) at the two LOS F intersections are: • Middlefield Road/Hawthorne Avenue – the outbound left-turn volumes from the side street operates at LOS F due to heavy traffic on Middlefield Road. Sight visibility to the north is limited. • Middlefield Road/Everett Avenue – the outbound left-turn volumes from the side street operates at LOS F due to heavy traffic on Middlefield Road. Sight visibility could be impaired due to the frequent queueing to the south of the intersection. EXISTING TRAFFIC VOLUMES FIGURE 1 Focus Traffic Operation Study of Middlefield Road near Everett Avenue Legend Average Daily Traffic (ADT) AM (PM) Peak Hour Turning Movement Volumes Study Intersections 1 3 2 X XXXX 2,5 9 0 398 (42) 6 5 47 8 ( 6 2 6 ) (10 8 ) 1 3 (77 6 ) 8 1 9 19( 1 7 ) (22 ) 4 3 1(1) (23 ) 1 8 11(5 )51(2 6 ) (94 ) 1 5 (66 7 ) 8 2 8 (24 ) 3 4 (37 ) 1 9 2(3 ) 42 8 ( 5 9 4 ) 9(6 ) (30 ) 6 5(8) (22 5 ) 1 5 2 138 ( 8 4 ) 9(11 ) (18 4 ) 3 7 4 (49 7 ) 4 8 2 (83 ) 7 4 (11) 7 4(1 4 ) 27 8 ( 3 6 7 ) 13 2 ( 8 5 ) (18 3 ) 2 4 XX(XX) 2,3 7 4 256 465 882 A FOCUS TRAFFIC OPERATIONS STUDY OF MIDDLEFIELD ROAD NEAR EVERETT AVENUE 8 4.0 PROJECT ALTERNATIVE TRAFFIC OPERATIONAL ANALYSIS This section presents the assessment of potential transportation impacts of alternatives in terms of traffic, pedestrians and bicycles access. As indicated previously, the study focusses on a few issues: • Evaluate the potential impacts of moving the existing northbound lane drop on Middlefield Road from north of Everett Avenue near Hawthorne Avenue to south of Everett Avenue. • Analyze pros and cons of making Everett Avenue approaches at Middlefield Road into Right-In and Right-Out Only. • Discuss potential pedestrian improvement measures for crossing Middlefield Road. 4.1 ALTERNATIVE I: MOVE NORTHBOUND LANE DROP TO SOUTH OF EVERETT AVENUE This scenario is based on a conceptual alternative provided by the City that moved the new lane drop to just south of Everett Avenue. Currently, the two northbond lanes on Middlefield is reduced or merged into a single lane at approximately 200 feet south of Hawthorne Avenue. Stantec created a Synchro traffic model to analyze the alternative. Under this alternative, it was assumed that a median would be constructed on Middlefield Road across Everett Avenue as shown in Exhibit III. Traffic approaching Hawthorne Avenue at Middlefield Road could only be making a right-turn in or right-turn out. Existing left-turn or through traffic in Everett Avenue would be diverted to use either Lytton Avenue or Hawthorne Avenue. It is assumed that most of these traffic would use Lytton Avenue since it is signalized. Based on the analysis, the results of LOS analysis is shown in Table 2. The LOS at the interseciton of Middlefield Road/Hawthorne Avenue would deteriorate from LOS E to LOS F during the p.m. peak hour. The LOS at the interseciton of Middlefield Road/Lytton Avenue would deteriorate from LOS D to LOS E during the a.m. peak hour. The LOS at the interseciton of Middlefield Road/Everett Avenue would improve from LOS F to LOS B. The travel speed of the segment would also improve since there would not be any left or through movement from side street traffic at Everett Avenue. However, as noted above the Exhibit III: Alternative - New Lane Drop To Just South Of Everett Avenue A FOCUS TRAFFIC OPERATIONS STUDY OF MIDDLEFIELD ROAD NEAR EVERETT AVENUE 9 LOS at the other two study intersections would be negatively impacted. In addition, it is also anticipated that it would be more difficult for vehicles on the eastside of Middlefield Road to back out of their driveway when the existing two-lane northbound Middlefield Road is changed to one-lane in this scenario. The City of Menlo Park recently changed the signal timing at the intersection of Willow Road/Middlefield Road. It might take some time for the City of Menlo Park to monitor and make any appropriate adjustments to better serve the traffic demands. Due to these factors, it is recommended the City work with Menlo Park for any further adjustments to the signal timing at Willow/Middlefield and follow up to conduct additional study as appropriate before taking further action. Table 2: Existing and Lane Drop Alternative LOS of Study Intersections Existing Control Existing Condition Lane Drop Alternative ID Intersection A.M. P.M. A.M. P.M. Delay LOS Delay LOS Delay LOS Delay LOS 1 Middlefield Rd/Hawthorne Ave One-Way Stop 126.9 F 44.8 E 123.5 F 59.9 F 2 Middlefield Rd/Everett Ave Two- Way Stop 32.7 D 57.9 F 12.6 B 14.9 B 3 Middlefield Rd/Lytton Ave Signal 51.0 D 48.0 D 57.7 E 52.9 D 4.2 ALTERNATIVE II: RIGHT-IN AND RIGHT-OUT ONLY AT EVERETT AVENUE TRAFFIC CONDITIONS As mentioned earlier, field observations showed that there is frequently a queue that developed on Middlefield Road in the southbound that starts at Lytton Avenue and could backup to slightly past Everett Avenue as shown in Exhibit I. When that happens, the queue on both southbound lanes could block the visibility of eastbound vehicles on Everett Avenue waiting to make a left or through movement. Since the northbound traffic on Middlefield Road during the peak hour could be quite heavy and traveling at high speed, it is generally difficult for the eastbound or westbound traffic on Hawthorne Avenue to execute the movement (either a left or through movement) during the peak hours. Based on a review of the collision data, our field observations and discussions with city staff and residents, Stantec recommends restricting the movements on Hawthorne Avenue to right- turn only during the a.m. and p.m. peak hours on weekdays (Monday to Friday) with a sign similar to that shown in Exhibit IV. Pedestrian safety might also be improved under this A FOCUS TRAFFIC OPERATIONS STUDY OF MIDDLEFIELD ROAD NEAR EVERETT AVENUE 10 scenario since the potential conflicts between pedestrians crossing Middlefield Road and vehicles on Everett Avenue making eastbound left-turn or westbound right-turn would be eliminated. Together with some enforcement, the implementation of the time limited right-turn only restriction on Everett Avenue at the intersection could be effective. 4.3 POTENTIAL PEDESTRIAN IMPROVEMENT MEASURES FOR CROSSING MIDDLEFIELD ROAD Based on the peak hour counts, the maximum number of pedestrians that cross Middlefield Road (to the north of Everett Avenue) was 10 during the a.m. peak hour. An improved pedestrian crossing was assumed under Alternative I as discussed above. A five-foot pedestrian refuge was assumed for the median. In addition, a Rectangular Rapid Flash Beacons (RRFB) was proposed. RRFB can enhance safety by reducing crashes between vehicles and pedestrians at unsignalized intersections and mid-block pedestrian crossings by increasing driver awareness of potential pedestrian conflicts. Exhibit IV: Example Right-Turn Only Sign at Alma Street/Ravenswood Avenue, Menlo Park, Ca RRFB A FOCUS TRAFFIC OPERATIONS STUDY OF MIDDLEFIELD ROAD NEAR EVERETT AVENUE 11 Typically together with RRFB, a pedestrian refuge at the median is also recommended for crossing three or more lanes of roadway. The pedestrian refuge would provide some protection as pedestrians cross the street. Since Alternative I is not the recommended alternative in the short-term, it was the consensus of the group during the public meeting2 to not recommend installation of RRFB at the existing intersection. 5.0 CONCLUSION The purpose of this study is to conduct a focus traffic study of Middlefield Road near Everett Avenue. The specific tasks include: • Evaluate potential impacts of moving the existing northbound lane drop on Middlefield Road from north of Everett Avenue to south of Everett Avenue. • Evaluate safety improvements at the intersection of Middlefield Road/Everett Avenue. Stantec obtained a.m. and p.m. peak hours intersection turning movement counts at three study intersections: • Middlefield Road/Hawthorne Avenue • Middlefield Road/Everett Avenue • Middlefield Road/Lytton Avenue The level of service (LOS) for the intersection of Middlefield Road/Lytton Avenue operate at acceptable LOS D or better while the LOS at the other two intersections operate at unacceptable LOS F. Alternative I: Move Northbound Lane Drop to South of Everett Avenue Under this alternative, the LOS at the interseciton of Middlefield Road/Hawthorne Avenue would deteriorate from LOS E to LOS F during the p.m. peak hour. And the LOS at the interseciton of Middlefield Road/Lytton Avenue would deteriorate from LOS D to LOS E during the a.m. peak hour. The City of Menlo Park has recently changed the signal timing at the intersection of Willow Road/Middlefield Road. It might take some time for the City of Menlo Park to monitor and make any appropriate adjustments to better serve the traffic demands. Due to all the factors above, it is recommended the City work with Menlo Park for any further adjustments to the signal timing at Willow/Middlefield and follow up to conduct additional study as appropriate before taking further action. 2 April 16, 2015 meeting at City Hall A FOCUS TRAFFIC OPERATIONS STUDY OF MIDDLEFIELD ROAD NEAR EVERETT AVENUE 12 Alternative II: Right-In and Right-Out Only At Everett Avenue Based on review of the collision data, field observations and discussions with city staff and residents, Stantec recommends restricting the movements on Hawthorne Avenue to right-turn only during the a.m. (7 – 9) and p.m. (4 – 6) peak hours on weekdays, Monday to Friday. Together with some enforcement, the implementation of the time limited right-turn only restriction on Everett Avenue at the intersection could be effective. A FOCUS TRAFFIC OPERATIONS STUDY OF MIDDLEFIELD ROAD NEAR EVERETT AVENUE A.1 Appendix A Proposed Project Alternative A FOCUS TRAFFIC OPERATIONS STUDY OF MIDDLEFIELD ROAD NEAR EVERETT AVENUE B.2 Appendix B Traffic Volume Counts File Name : Date : START TIME LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL Total Uturn Total 07:00 0 138 8 0 146 0 0 0 0 0 4 69 0 0 73 2 0 4 0 6 225 0 07:15 0 145 4 0 149 0 0 0 0 0 1 75 0 0 76 12 0 4 0 16 241 0 07:30 0 177 0 0 177 0 0 0 0 0 0 88 0 0 88 14 0 5 0 19 284 0 07:45 0 226 5 0 231 0 0 0 0 0 4 117 0 0 121 19 0 13 0 32 384 0 Total 0 686 17 0 703 0 0 0 0 0 9 349 0 0 358 47 0 26 0 73 1134 0 08:00 0 180 4 0 184 0 0 0 0 0 4 104 0 0 108 14 0 13 0 27 319 0 08:15 0 214 1 0 215 0 0 0 0 0 5 138 0 0 143 20 0 10 0 30 388 0 08:30 0 190 3 0 193 0 0 0 0 0 6 118 0 0 124 12 0 7 0 19 336 0 08:45 0 224 6 0 230 0 0 0 0 0 5 125 0 0 130 12 0 5 0 17 377 0 Total 0 808 14 0 822 0 0 0 0 0 20 485 0 0 505 58 0 35 0 93 1420 0 16:00 0 152 6 0 158 0 0 0 0 0 3 169 0 0 172 22 0 6 0 28 358 0 16:15 0 162 13 0 175 0 0 0 0 0 3 157 0 0 160 16 0 4 0 20 355 0 16:30 0 180 15 0 195 0 0 0 0 0 2 177 0 0 179 10 0 8 0 18 392 0 16:45 0 174 23 0 197 0 0 0 0 0 2 153 0 0 155 10 0 5 0 15 367 0 Total 0 668 57 0 725 0 0 0 0 0 10 656 0 0 666 58 0 23 0 81 1472 0 17:00 0 177 24 0 201 0 0 0 0 0 5 158 0 0 163 9 0 9 0 18 382 0 17:15 0 192 22 0 214 0 0 0 0 0 5 148 0 0 153 13 0 3 0 16 383 0 17:30 0 220 26 0 246 0 0 0 0 0 2 167 0 0 169 8 0 6 0 14 429 0 17:45 0 187 36 0 223 0 0 0 0 0 5 155 0 0 160 12 0 4 0 16 399 0 Total 0 776 108 0 884 0 0 0 0 0 17 628 0 0 645 42 0 22 0 64 1593 0 Grand Total 0 2938 196 0 3134 0 0 0 0 0 56 2118 0 0 2174 205 0 106 0 311 5619 0 Apprch % 0.0% 93.7% 6.3% 0.0% 0.0% 0.0% 0.0% 0.0% 2.6% 97.4% 0.0% 0.0% 65.9% 0.0% 34.1% 0.0% Total % 0.0% 52.3% 3.5% 0.0% 55.8% 0.0% 0.0% 0.0% 0.0% 0.0% 1.0% 37.7% 0.0% 0.0% 38.7% 3.6% 0.0% 1.9% 0.0% 5.5% 100.0% 15-7226-001 Middlefield Road-Hawthorne Avenue.ppd Unshifted Count = All Vehicles Nothing on Bank 2 3/17/2015 Middlefield Road Southbound Westbound Middlefield Road Northbound Hawthorne Avenue Eastbound ALL TRAFFIC DATA City of Palo Alto All Vehicles on Unshifted Peds & Bikes on Bank 1 ALL TRAFFIC DATA (916) 771-8700 orders@atdtraffic.com File Name : Date : 15-7226-001 Middlefield Road-Hawthorne Avenue.ppd Unshifted Count = All Vehicles Nothing on Bank 2 3/17/2015 ALL TRAFFIC DATA City of Palo Alto All Vehicles on Unshifted Peds & Bikes on Bank 1 ALL TRAFFIC DATA (916) 771-8700 orders@atdtraffic.com START TIME LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL Total Peak Hour Analysis From 07:45 to 08:45 Peak Hour For Entire Intersection Begins at 07:45 07:45 0 226 5 0 231 0 0 0 0 0 4 117 0 0 121 19 0 13 0 32 384 08:00 0 180 4 0 184 0 0 0 0 0 4 104 0 0 108 14 0 13 0 27 319 08:15 0 214 1 0 215 0 0 0 0 0 5 138 0 0 143 20 0 10 0 30 388 08:30 0 190 3 0 193 0 0 0 0 0 6 118 0 0 124 12 0 7 0 19 336 Total Volume 0 810 13 0 823 0 0 0 0 0 19 477 0 0 496 65 0 43 0 108 1427 % App Total 0.0% 98.4% 1.6% 0.0% 0.0% 0.0% 0.0% 0.0% 3.8% 96.2% 0.0% 0.0% 60.2% 0.0% 39.8% 0.0% PHF .000 .896 .650 .000 .891 .000 .000 .000 .000 .000 .792 .864 .000 .000 .867 .813 .000 .827 .000 .844 .919 START TIME LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL Total Peak Hour Analysis From 17:00 to 18:00 Peak Hour For Entire Intersection Begins at 17:00 17:00 0 177 24 0 201 0 0 0 0 0 5 158 0 0 163 9 0 9 0 18 382 17:15 0 192 22 0 214 0 0 0 0 0 5 148 0 0 153 13 0 3 0 16 383 17:30 0 220 26 0 246 0 0 0 0 0 2 167 0 0 169 8 0 6 0 14 429 17:45 0 187 36 0 223 0 0 0 0 0 5 155 0 0 160 12 0 4 0 16 399 Total Volume 0 776 108 0 884 0 0 0 0 0 17 628 0 0 645 42 0 22 0 64 1593 % App Total 0.0% 87.8% 12.2% 0.0% 0.0% 0.0% 0.0% 0.0% 2.6% 97.4% 0.0% 0.0% 65.6% 0.0% 34.4% 0.0% PHF .000 .882 .750 .000 .898 .000 .000 .000 .000 .000 .850 .940 .000 .000 .954 .808 .000 .611 .000 .889 .928 Middlefield Road Southbound PM PEAK HOUR Middlefield Road Northbound AM PEAK HOUR Hawthorne Avenue Eastbound Middlefield Road Northbound Westbound Middlefield Road Southbound Hawthorne Avenue Eastbound Westbound File Name : Date : START TIME LEFT THRU RIGHT PEDS APP.TOTAL LEFT THRU RIGHT PEDS APP.TOTAL LEFT THRU RIGHT PEDS APP.TOTAL LEFT THRU RIGHT PEDS APP.TOTAL Total Ped Total 07:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 3 07:15 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 0 0 0 1 0 3 1 07:30 0 0 2 0 2 0 0 0 0 0 0 0 0 0 0 1 0 2 1 3 5 1 07:45 0 2 0 0 2 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 3 0 Total 0 3 2 0 5 0 0 0 0 0 0 3 0 0 3 1 0 2 5 3 11 5 08:00 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 3 0 08:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 1 0 08:30 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 2 0 08:45 0 1 1 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 Total 0 4 1 0 5 0 0 0 0 0 0 1 0 0 1 0 0 2 0 2 8 0 16:00 0 1 0 1 1 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 2 1 16:15 0 2 0 0 2 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 3 0 16:30 0 1 1 0 2 0 0 0 0 0 0 1 0 0 1 0 0 0 1 0 3 1 16:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 4 1 1 5 0 0 0 0 0 0 3 0 0 3 0 0 0 1 0 8 2 17:00 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 3 0 17:15 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1 0 17:30 0 3 0 0 3 0 0 0 0 0 0 2 0 0 2 0 0 0 1 0 5 1 17:45 0 2 0 1 2 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 6 1 Total 0 7 0 1 7 0 0 0 0 0 0 7 0 0 7 1 0 0 1 1 15 2 Grand Total 0 18 4 2 22 0 0 0 0 0 0 14 0 0 14 2 0 4 7 6 42 9 Apprch % 0.0% 81.8% 18.2% 0.0% 0.0% 0.0% 0.0% 100.0% 0.0% 33.3% 0.0% 66.7% Total % 0.0% 42.9% 9.5% 52.4% 0.0% 0.0% 0.0% 0.0% 0.0% 33.3% 0.0% 33.3% 4.8% 0.0% 9.5% 14.3% 100.0% Hawthorne Avenue Eastbound Nothing on Bank 2 Middlefield Road Southbound Westbound Middlefield Road Northbound Bank 1 Count = Peds & Bikes 3/17/2015 ALL TRAFFIC DATA City of Palo Alto (916) 771-8700 All Vehicles on Unshifted orders@atdtraffic.com 15-7226-001 Middlefield Road-Hawthorne Avenue.ppd Peds & Bikes on Bank 1 File Name : Date : Nothing on Bank 2 Bank 1 Count = Peds & Bikes 3/17/2015 ALL TRAFFIC DATA City of Palo Alto (916) 771-8700 All Vehicles on Unshifted orders@atdtraffic.com 15-7226-001 Middlefield Road-Hawthorne Avenue.ppd Peds & Bikes on Bank 1 START TIME LEFT THRU RIGHT PEDS APP.TOTAL LEFT THRU RIGHT PEDS APP.TOTAL LEFT THRU RIGHT PEDS APP.TOTAL LEFT THRU RIGHT PEDS APP.TOTAL Total Peak Hour Analysis From 07:45 to 08:45 Peak Hour For Entire Intersection Begins at 07:45 07:45 0 2 0 0 2 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 3 08:00 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 3 08:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 1 08:30 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 2 Total Volume 0500 5 0000 0 0200 2 0020 2 9 % App Total 0.0% 100.0% 0.0% 0.0% 0.0% 0.0% 0.0% 100.0% 0.0% 0.0% 0.0% 100.0% PHF .000 .625 .000 .625 .000 .000 .000 .000 .000 .500 .000 .500 .000 .000 .500 .500 .750 START TIME LEFT THRU RIGHT PEDS APP.TOTAL LEFT THRU RIGHT PEDS APP.TOTAL LEFT THRU RIGHT PEDS APP.TOTAL LEFT THRU RIGHT PEDS APP.TOTAL Total Peak Hour Analysis From 17:00 to 18:00 Peak Hour For Entire Intersection Begins at 17:00 17:00 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 3 17:15 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1 17:30 0 3 0 0 3 0 0 0 0 0 0 2 0 0 2 0 0 0 1 0 5 17:45 0 2 0 1 2 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 6 Total Volume 0701 7 0000 0 0700 7 1001 1 15 % App Total 0.0% 100.0% 0.0% 0.0% 0.0% 0.0% 0.0% 100.0% 0.0% 100.0% 0.0% 0.0% PHF .000 .583 .000 .583 .000 .000 .000 .000 .000 .438 .000 .438 .250 .000 .000 .250 .625 PM PEAK HOUR Middlefield Road Southbound Westbound Middlefield Road Northbound Hawthorne Avenue Eastbound AM PEAK HOUR Middlefield Road Southbound Westbound Middlefield Road Northbound Hawthorne Avenue Eastbound File Name : Date : START TIME LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL Total Uturn Total 07:00 2 137 3 0 142 0 5 4 0 9 0 59 0 0 59 9 0 5 0 14 224 0 07:15 1 150 2 0 153 0 5 7 0 12 3 61 0 0 64 6 0 1 0 7 236 0 07:30 4 171 4 0 179 1 3 9 0 13 2 82 0 0 84 0 0 5 0 5 281 0 07:45 5 230 5 0 240 0 4 12 0 16 3 102 0 0 105 4 1 6 0 11 372 0 Total 12 688 14 0 714 1 17 32 0 50 8 304 0 0 312 19 1 17 0 37 1113 0 08:00 7 187 2 0 196 0 3 12 0 15 3 97 0 0 100 3 2 16 0 21 332 0 08:15 5 217 2 0 224 0 2 10 0 12 2 124 2 0 128 6 0 5 0 11 375 0 08:30 2 194 6 0 202 1 2 17 0 20 1 105 0 0 106 5 3 7 0 15 343 0 08:45 3 218 3 0 224 0 4 9 0 13 3 114 1 0 118 7 1 7 0 15 370 0 Total 17 816 13 0 846 1 11 48 0 60 9 440 3 0 452 21 6 35 0 62 1420 0 16:00 8 131 19 0 158 1 0 5 0 6 0 152 3 0 155 14 14 4 0 32 351 0 16:15 3 140 23 0 166 0 3 4 0 7 3 136 1 0 140 15 10 3 0 28 341 0 16:30 4 167 16 0 187 1 1 2 0 4 1 176 1 0 178 6 14 1 0 21 390 0 16:45 10 159 12 0 181 0 4 6 0 10 3 148 2 0 153 6 9 2 0 17 361 0 Total 25 597 70 0 692 2 8 17 0 27 7 612 7 0 626 41 47 10 0 98 1443 0 17:00 5 157 24 0 186 0 2 8 0 10 1 144 0 0 145 6 11 4 0 21 362 0 17:15 9 168 19 0 196 0 1 6 0 7 1 144 1 0 146 8 10 8 0 26 375 0 17:30 15 181 27 0 223 1 1 4 0 6 2 173 1 0 176 7 2 5 0 14 419 0 17:45 8 161 24 0 193 0 1 8 0 9 2 133 1 0 136 2 7 7 0 16 354 0 Total 37 667 94 0 798 1 5 26 0 32 6 594 3 0 603 23 30 24 0 77 1510 0 % App Total 4.6% 83.6% 11.8% 0.0% 3.1% 15.6% 81.3% 0.0% 1.0% 98.5% 0.5% 0.0% 29.9% 39.0% 31.2% 0.0% PHF .617 .921 .870 .000 .895 .250 .625 .813 .000 .800 .750 .858 .750 .000 .857 .719 .682 .750 .000 .740 .901 Grand Total 91 2768 191 0 3050 5 41 123 0 169 30 1950 13 0 1993 104 84 86 0 274 5486 0 Apprch % 3.0% 90.8% 6.3% 0.0% 3.0% 24.3% 72.8% 0.0% 1.5% 97.8% 0.7% 0.0% 38.0% 30.7% 31.4% 0.0% Total % 1.7% 50.5% 3.5% 0.0% 55.6% 0.1% 0.7% 2.2% 0.0% 3.1% 0.5% 35.5% 0.2% 0.0% 36.3% 1.9% 1.5% 1.6% 0.0% 5.0% 100.0% 15-7226-002 Middlefield Road-Everett Avenue.ppd Unshifted Count = All Vehicles Nothing on Bank 2 3/17/2015 Middlefield Road Southbound Middlefield Road Northbound Everett Avenue Eastbound Everett Avenue Westbound ALL TRAFFIC DATA City of Palo Alto All Vehicles on Unshifted Peds & Bikes on Bank 1 ALL TRAFFIC DATA (916) 771-8700 orders@atdtraffic.com File Name : Date : 15-7226-002 Middlefield Road-Everett Avenue.ppd Unshifted Count = All Vehicles Nothing on Bank 2 3/17/2015 ALL TRAFFIC DATA City of Palo Alto All Vehicles on Unshifted Peds & Bikes on Bank 1 ALL TRAFFIC DATA (916) 771-8700 orders@atdtraffic.com START TIME LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL Total Peak Hour Analysis From 07:45 to 08:45 Peak Hour For Entire Intersection Begins at 07:45 07:45 5 230 5 0 240 0 4 12 0 16 3 102 0 0 105 4 1 6 0 11 372 08:00 7 187 2 0 196 0 3 12 0 15 3 97 0 0 100 3 2 16 0 21 332 08:15 5 217 2 0 224 0 2 10 0 12 2 124 2 0 128 6 0 5 0 11 375 08:30 2 194 6 0 202 1 2 17 0 20 1 105 0 0 106 5 3 7 0 15 343 Total Volume 19 828 15 0 862 1 11 51 0 63 9 428 2 0 439 18 6 34 0 58 1422 % App Total 2.2% 96.1% 1.7% 0.0% 1.6% 17.5% 81.0% 0.0% 2.1% 97.5% 0.5% 0.0% 31.0% 10.3% 58.6% 0.0% PHF .679 .900 .625 .000 .898 .250 .688 .750 .000 .788 .750 .863 .250 .000 .857 .750 .500 .531 .000 .690 .948 START TIME LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL Total Peak Hour Analysis From 16:45 to 17:45 Peak Hour For Entire Intersection Begins at 16:45 16:45 10 159 12 0 181 0 4 6 0 10 3 148 2 0 153 6 9 2 0 17 361 17:00 5 157 24 0 186 0 2 8 0 10 1 144 0 0 145 6 11 4 0 21 362 17:15 9 168 19 0 196 0 1 6 0 7 1 144 1 0 146 8 10 8 0 26 375 17:30 15 181 27 0 223 1 1 4 0 6 2 173 1 0 176 7 2 5 0 14 419 Total Volume 39 665 82 0 786 1 8 24 0 33 7 609 4 0 620 27 32 19 0 78 1517 % App Total 5.0% 84.6% 10.4% 0.0% 3.0% 24.2% 72.7% 0.0% 1.1% 98.2% 0.6% 0.0% 34.6% 41.0% 24.4% 0.0% PHF .650 .919 .759 .000 .881 .250 .500 .750 .000 .825 .583 .880 .500 .000 .881 .844 .727 .594 .000 .750 .905 AM PEAK HOUR Middlefield Road Southbound PM PEAK HOUR Everett Avenue Eastbound Middlefield Road Northbound Everett Avenue Westbound Middlefield Road Southbound Everett Avenue Eastbound Everett Avenue Westbound Middlefield Road Northbound File Name : Date : START TIME LEFT THRU RIGHT PEDS APP.TOTAL LEFT THRU RIGHT PEDS APP.TOTAL LEFT THRU RIGHT PEDS APP.TOTAL LEFT THRU RIGHT PEDS APP.TOTAL Total Ped Total 07:00 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 3 0 1 3 07:15 1 0 0 1 1 0 0 0 0 0 0 0 0 1 0 1 0 0 2 1 2 4 07:30 2 0 0 0 2 0 2 0 0 2 0 0 0 1 0 0 0 0 1 0 4 2 07:45 0 2 0 0 2 0 6 1 1 7 0 0 0 0 0 0 0 0 0 0 9 1 Total 3 2 0 1 5 0 8 1 1 9 0 1 0 2 1 1 0 0 6 1 16 10 08:00 0 3 0 0 3 0 1 0 2 1 0 0 0 0 0 0 0 0 0 0 4 2 08:15 0 1 0 0 1 0 2 0 3 2 0 0 0 0 0 0 0 0 0 0 3 3 08:30 0 1 0 0 1 0 0 0 4 0 0 1 0 0 1 0 0 1 0 1 3 4 08:45 0 1 0 0 1 0 1 0 2 1 0 0 0 0 0 0 0 0 2 0 2 4 Total 0 6 0 0 6 0 4 0 11 4 0 1 0 0 1 0 0 1 2 1 12 13 16:00 0 1 0 0 1 0 0 1 0 1 0 0 0 1 0 0 0 1 0 1 3 1 16:15 1 2 0 1 3 0 1 0 0 1 1 2 0 0 3 0 0 0 1 0 7 2 16:30 0 0 1 0 1 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 2 0 16:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 1 3 1 1 5 0 1 1 0 2 1 3 0 1 4 0 0 1 1 1 12 3 17:00 1 0 0 0 1 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 2 0 17:15 1 0 0 0 1 0 0 1 0 1 0 1 0 1 1 0 0 0 0 0 3 1 17:30 0 3 0 0 3 0 0 0 0 0 1 2 0 1 3 0 1 0 1 1 7 2 17:45 1 1 0 0 2 0 0 0 0 0 0 4 0 0 4 0 1 0 0 1 7 0 Total 3 4 0 0 7 0 1 1 0 2 1 7 0 2 8 0 2 0 1 2 19 3 Grand Total 7 15 1 2 23 0 14 3 12 17 2 12 0 5 14 1 2 2 10 5 59 29 Apprch % 30.4% 65.2% 4.3% 0.0% 82.4% 17.6% 14.3% 85.7% 0.0% 20.0% 40.0% 40.0% Total % 11.9% 25.4% 1.7% 39.0% 0.0% 23.7% 5.1% 28.8% 3.4% 20.3% 0.0% 23.7% 1.7% 3.4% 3.4% 8.5% 100.0% Everett Avenue Eastbound Nothing on Bank 2 Middlefield Road Southbound Everett Avenue Westbound Middlefield Road Northbound Bank 1 Count = Peds & Bikes 3/17/2015 ALL TRAFFIC DATA City of Palo Alto (916) 771-8700 All Vehicles on Unshifted orders@atdtraffic.com 15-7226-002 Middlefield Road-Everett Avenue.ppd Peds & Bikes on Bank 1 File Name : Date : Nothing on Bank 2 Bank 1 Count = Peds & Bikes 3/17/2015 ALL TRAFFIC DATA City of Palo Alto (916) 771-8700 All Vehicles on Unshifted orders@atdtraffic.com 15-7226-002 Middlefield Road-Everett Avenue.ppd Peds & Bikes on Bank 1 START TIME LEFT THRU RIGHT PEDS APP.TOTAL LEFT THRU RIGHT PEDS APP.TOTAL LEFT THRU RIGHT PEDS APP.TOTAL LEFT THRU RIGHT PEDS APP.TOTAL Total Peak Hour Analysis From 07:45 to 08:45 Peak Hour For Entire Intersection Begins at 07:45 07:45 0 2 0 0 2 0 6 1 1 7 0 0 0 0 0 0 0 0 0 0 9 08:00 0 3 0 0 3 0 1 0 2 1 0 0 0 0 0 0 0 0 0 0 4 08:15 0 1 0 0 1 0 2 0 3 2 0 0 0 0 0 0 0 0 0 0 3 08:30 0 1 0 0 1 0 0 0 4 0 0 1 0 0 1 0 0 1 0 1 3 Total Volume 0700 7 0911010 0100 1 0010 1 19 % App Total 0.0% 100.0% 0.0% 0.0% 90.0% 10.0% 0.0% 100.0% 0.0% 0.0% 0.0% 100.0% PHF .000 .583 .000 .583 .000 .375 .250 .357 .000 .250 .000 .250 .000 .000 .250 .250 .528 START TIME LEFT THRU RIGHT PEDS APP.TOTAL LEFT THRU RIGHT PEDS APP.TOTAL LEFT THRU RIGHT PEDS APP.TOTAL LEFT THRU RIGHT PEDS APP.TOTAL Total Peak Hour Analysis From 16:45 to 17:45 Peak Hour For Entire Intersection Begins at 16:45 16:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 17:00 1 0 0 0 1 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 2 17:15 1 0 0 0 1 0 0 1 0 1 0 1 0 1 1 0 0 0 0 0 3 17:30 0 3 0 0 3 0 0 0 0 0 1 2 0 1 3 0 1 0 1 1 7 Total Volume 2300 5 0110 2 1302 4 0101 1 12 % App Total 40.0% 60.0% 0.0% 0.0% 50.0% 50.0% 25.0% 75.0% 0.0% 0.0% 100.0% 0.0% PHF .500 .250 .000 .417 .000 .250 .250 .500 .250 .375 .000 .333 .000 .250 .000 .250 .429 PM PEAK HOUR Middlefield Road Southbound Everett Avenue Westbound Middlefield Road Northbound Everett Avenue Eastbound AM PEAK HOUR Middlefield Road Southbound Everett Avenue Westbound Middlefield Road Northbound Everett Avenue Eastbound File Name : Date : START TIME LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL Total Uturn Total 07:00 2 55 86 0 143 1 19 3 0 23 23 40 0 0 63 18 2 9 0 29 258 0 07:15 0 58 88 0 146 0 18 2 0 20 13 45 1 0 59 16 2 13 0 31 256 0 07:30 1 89 81 0 171 1 18 0 0 19 21 68 2 0 91 20 3 13 0 36 317 0 07:45 2 135 115 0 252 4 38 1 0 43 27 65 1 0 93 36 3 18 0 57 445 0 Total 5 337 370 0 712 6 93 6 0 105 84 218 4 0 306 90 10 53 0 153 1276 0 08:00 1 131 70 0 202 1 37 2 0 40 33 56 0 0 89 40 2 19 0 61 392 0 08:15 2 128 90 0 220 0 31 3 0 34 28 85 2 0 115 40 10 18 0 68 437 0 08:30 2 103 99 0 204 0 32 3 0 35 44 67 1 0 112 36 9 19 0 64 415 0 08:45 2 127 89 0 218 2 34 1 0 37 31 79 3 0 113 37 5 15 0 57 425 0 Total 7 489 348 0 844 3 134 9 0 146 136 287 6 0 429 153 26 71 0 250 1669 0 16:00 5 93 49 0 147 1 12 4 0 17 21 77 1 0 99 78 49 21 0 148 411 0 16:15 1 110 34 0 145 3 11 3 0 17 20 78 4 0 102 63 30 26 0 119 383 0 16:30 2 110 50 0 162 1 13 8 0 22 16 100 4 0 120 66 48 17 0 131 435 0 16:45 4 103 40 0 147 2 16 5 0 23 22 99 3 0 124 56 50 21 0 127 421 0 Total 12 416 173 0 601 7 52 20 0 79 79 354 12 0 445 263 177 85 0 525 1650 0 17:00 4 125 42 0 171 4 22 1 0 27 17 82 5 0 104 55 53 24 0 132 434 0 17:15 1 116 49 0 166 0 12 6 0 18 22 94 5 0 121 60 47 14 0 121 426 0 17:30 3 153 45 0 201 2 16 2 0 20 19 93 2 0 114 62 36 17 0 115 450 0 17:45 3 121 48 0 172 0 14 2 0 16 27 93 2 0 122 48 47 28 0 123 433 0 Total 11 515 184 0 710 6 64 11 0 81 85 362 14 0 461 225 183 83 0 491 1743 0 Grand Total 35 1757 1075 0 2867 22 343 46 0 411 384 1221 36 0 1641 731 396 292 0 1419 6338 0 Apprch % 1.2% 61.3% 37.5% 0.0% 5.4% 83.5% 11.2% 0.0% 23.4% 74.4% 2.2% 0.0% 51.5% 27.9% 20.6% 0.0% Total % 0.6% 27.7% 17.0% 0.0% 45.2% 0.3% 5.4% 0.7% 0.0% 6.5% 6.1% 19.3% 0.6% 0.0% 25.9% 11.5% 6.2% 4.6% 0.0% 22.4% 100.0% 15-7226-003 Middlefield Road-Lytton Avenue.ppd Unshifted Count = All Vehicles Nothing on Bank 2 3/17/2015 Middlefield Road Southbound Lytton Avenue Westbound Middlefield Road Northbound Lytton Avenue Eastbound ALL TRAFFIC DATA City of Palo Alto All Vehicles on Unshifted Peds & Bikes on Bank 1 ALL TRAFFIC DATA (916) 771-8700 orders@atdtraffic.com File Name : Date : 15-7226-003 Middlefield Road-Lytton Avenue.ppd Unshifted Count = All Vehicles Nothing on Bank 2 3/17/2015 ALL TRAFFIC DATA City of Palo Alto All Vehicles on Unshifted Peds & Bikes on Bank 1 ALL TRAFFIC DATA (916) 771-8700 orders@atdtraffic.com START TIME LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL Total Peak Hour Analysis From 07:45 to 08:45 Peak Hour For Entire Intersection Begins at 07:45 07:45 2 135 115 0 252 4 38 1 0 43 27 65 1 0 93 36 3 18 0 57 445 08:00 1 131 70 0 202 1 37 2 0 40 33 56 0 0 89 40 2 19 0 61 392 08:15 2 128 90 0 220 0 31 3 0 34 28 85 2 0 115 40 10 18 0 68 437 08:30 2 103 99 0 204 0 32 3 0 35 44 67 1 0 112 36 9 19 0 64 415 Total Volume 7 497 374 0 878 5 138 9 0 152 132 273 4 0 409 152 24 74 0 250 1689 % App Total 0.8% 56.6% 42.6% 0.0% 3.3% 90.8% 5.9% 0.0% 32.3% 66.7% 1.0% 0.0% 60.8% 9.6% 29.6% 0.0% PHF .875 .920 .813 .000 .871 .313 .908 .750 .000 .884 .750 .803 .500 .000 .889 .950 .600 .974 .000 .919 .949 START TIME LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL Total Peak Hour Analysis From 17:00 to 18:00 Peak Hour For Entire Intersection Begins at 17:00 17:00 4 125 42 0 171 4 22 1 0 27 17 82 5 0 104 55 53 24 0 132 434 17:15 1 116 49 0 166 0 12 6 0 18 22 94 5 0 121 60 47 14 0 121 426 17:30 3 153 45 0 201 2 16 2 0 20 19 93 2 0 114 62 36 17 0 115 450 17:45 3 121 48 0 172 0 14 2 0 16 27 93 2 0 122 48 47 28 0 123 433 Total Volume 11 515 184 0 710 6 64 11 0 81 85 362 14 0 461 225 183 83 0 491 1743 % App Total 1.5% 72.5% 25.9% 0.0% 7.4% 79.0% 13.6% 0.0% 18.4% 78.5% 3.0% 0.0% 45.8% 37.3% 16.9% 0.0% PHF .688 .842 .939 .000 .883 .375 .727 .458 .000 .750 .787 .963 .700 .000 .945 .907 .863 .741 .000 .930 .968 Middlefield Road Southbound PM PEAK HOUR Middlefield Road Northbound AM PEAK HOUR Lytton Avenue Eastbound Middlefield Road Northbound Lytton Avenue Westbound Middlefield Road Southbound Lytton Avenue Eastbound Lytton Avenue Westbound File Name : Date : START TIME LEFT THRU RIGHT PEDS APP.TOTAL LEFT THRU RIGHT PEDS APP.TOTAL LEFT THRU RIGHT PEDS APP.TOTAL LEFT THRU RIGHT PEDS APP.TOTAL Total Ped Total 07:00 0 0 0 0 0 0 2 0 0 2 0 0 0 2 0 0 0 0 2 0 2 4 07:15 0 0 0 3 0 0 2 0 2 2 1 0 0 5 1 1 0 0 0 1 4 10 07:30 1 0 0 1 1 1 5 0 1 6 0 0 0 1 0 0 1 0 0 1 8 3 07:45 0 1 1 0 2 0 5 0 1 5 1 0 0 3 1 0 1 1 0 2 10 4 Total 1 1 1 4 3 1 14 0 4 15 2 0 0 11 2 1 2 1 2 4 24 21 08:00 1 2 0 5 3 0 2 0 1 2 0 0 0 5 0 0 0 0 1 0 5 12 08:15 0 1 0 0 1 1 4 0 0 5 1 0 0 6 1 0 0 0 0 0 7 6 08:30 0 0 2 0 2 0 8 0 0 8 1 1 0 3 2 0 1 1 0 2 14 3 08:45 0 0 0 1 0 1 5 0 2 6 0 0 0 4 0 0 0 1 0 1 7 7 Total 1 3 2 6 6 2 19 0 3 21 2 1 0 18 3 0 1 2 1 3 33 28 16:00 0 0 1 3 1 0 2 0 5 2 0 0 0 6 0 0 2 1 0 3 6 14 16:15 0 3 0 0 3 0 0 0 0 0 0 2 0 2 2 1 1 0 0 2 7 2 16:30 0 0 0 0 0 0 0 0 1 0 0 1 0 4 1 0 3 0 0 3 4 5 16:45 0 0 0 2 0 0 0 0 4 0 0 0 0 3 0 0 1 0 1 1 1 10 Total 0 3 1 5 4 0 2 0 10 2 0 3 0 15 3 1 7 1 1 9 18 31 17:00 0 0 0 5 0 0 0 0 0 0 0 0 0 8 0 0 3 2 0 5 5 13 17:15 0 0 0 0 0 0 0 0 0 0 0 1 0 2 1 0 3 0 0 3 4 2 17:30 0 1 0 1 1 0 0 0 3 0 0 2 0 2 2 0 0 0 1 0 3 7 17:45 0 1 1 1 2 0 1 1 3 2 0 1 0 2 1 1 4 1 1 6 11 7 Total 0 2 1 7 3 0 1 1 6 2 0 4 0 14 4 1 10 3 2 14 23 29 Grand Total 2 9 5 22 16 3 36 1 23 40 4 8 0 58 12 3 20 7 6 30 98 109 Apprch % 12.5% 56.3% 31.3% 7.5% 90.0% 2.5% 33.3% 66.7% 0.0% 10.0% 66.7% 23.3% Total % 2.0% 9.2% 5.1% 16.3% 3.1% 36.7% 1.0% 40.8% 4.1% 8.2% 0.0% 12.2% 3.1% 20.4% 7.1% 30.6% 100.0% Lytton Avenue Eastbound Nothing on Bank 2 Middlefield Road Southbound Lytton Avenue Westbound Middlefield Road Northbound Bank 1 Count = Peds & Bikes 3/17/2015 ALL TRAFFIC DATA City of Palo Alto (916) 771-8700 All Vehicles on Unshifted orders@atdtraffic.com 15-7226-003 Middlefield Road-Lytton Avenue.ppd Peds & Bikes on Bank 1 File Name : Date : Nothing on Bank 2 Bank 1 Count = Peds & Bikes 3/17/2015 ALL TRAFFIC DATA City of Palo Alto (916) 771-8700 All Vehicles on Unshifted orders@atdtraffic.com 15-7226-003 Middlefield Road-Lytton Avenue.ppd Peds & Bikes on Bank 1 START TIME LEFT THRU RIGHT PEDS APP.TOTAL LEFT THRU RIGHT PEDS APP.TOTAL LEFT THRU RIGHT PEDS APP.TOTAL LEFT THRU RIGHT PEDS APP.TOTAL Total Peak Hour Analysis From 07:45 to 08:45 Peak Hour For Entire Intersection Begins at 07:45 07:45 0 1 1 0 2 0 5 0 1 5 1 0 0 3 1 0 1 1 0 2 10 08:00 1 2 0 5 3 0 2 0 1 2 0 0 0 5 0 0 0 0 1 0 5 08:15 0 1 0 0 1 1 4 0 0 5 1 0 0 6 1 0 0 0 0 0 7 08:30 0 0 2 0 2 0 8 0 0 8 1 1 0 3 2 0 1 1 0 2 14 Total Volume 1435 8 11902 20 31017 4 0221 4 36 % App Total 12.5% 50.0% 37.5% 5.0% 95.0% 0.0% 75.0% 25.0% 0.0% 0.0% 50.0% 50.0% PHF .250 .500 .375 .667 .250 .594 .000 .625 .750 .250 .000 .500 .000 .500 .500 .500 .643 START TIME LEFT THRU RIGHT PEDS APP.TOTAL LEFT THRU RIGHT PEDS APP.TOTAL LEFT THRU RIGHT PEDS APP.TOTAL LEFT THRU RIGHT PEDS APP.TOTAL Total Peak Hour Analysis From 17:00 to 18:00 Peak Hour For Entire Intersection Begins at 17:00 17:00 0 0 0 5 0 0 0 0 0 0 0 0 0 8 0 0 3 2 0 5 5 17:15 0 0 0 0 0 0 0 0 0 0 0 1 0 2 1 0 3 0 0 3 4 17:30 0 1 0 1 1 0 0 0 3 0 0 2 0 2 2 0 0 0 1 0 3 17:45 0 1 1 1 2 0 1 1 3 2 0 1 0 2 1 1 4 1 1 6 11 Total Volume 0217 3 0116 2 04014 4 11032 14 23 % App Total 0.0% 66.7% 33.3% 0.0% 50.0% 50.0% 0.0% 100.0% 0.0% 7.1% 71.4% 21.4% PHF .000 .500 .250 .375 .000 .250 .250 .250 .000 .500 .000 .500 .250 .625 .375 .583 .523 PM PEAK HOUR Middlefield Road Southbound Lytton Avenue Westbound Middlefield Road Northbound Lytton Avenue Eastbound AM PEAK HOUR Middlefield Road Southbound Lytton Avenue Westbound Middlefield Road Northbound Lytton Avenue Eastbound A FOCUS TRAFFIC OPERATIONS STUDY OF MIDDLEFIELD ROAD NEAR EVERETT AVENUE C.3 Appendix C Intersection LOS Analysis Appendix C1: Level of Service Definitions Table C1 – Intersection Level of Service Criteria Level of Service (LOS) Type of Intersection Control Stop Controlled Signalized Average Control Delay (sec/veh) Control Delay per Vehicle (sec/veh) A ≤10 ≤10 B > 10 – 15 > 10 – 20 C > 15 –25 > 20 –35 D > 25 –35 > 35 –55 E > 35 –50 > 55 –80 F > 50 > 80 Source: Special Report 209: Highway Capacity Manual, 4th ed. (2000 update). TRB. National Research Council, Washington, D.C., 2000. A FOCUS TRAFFIC OPERATIONS STUDY OF MIDDLEFIELD ROAD NEAR EVERETT AVENUE C.4 Appendix C2: Intersection Level of Service Calculation Worksheets – Existing Palo Alto Middlefield Road Traffic Operation Study Existing AM Peak Hour 1: Middlefield Rd & Hawthorne Ave 4/6/2015 Synchro 9 Report Stantec Page 1 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Volume (veh/h) 65 43 19 478 819 13 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.84 0.84 0.87 0.87 0.89 0.89 Hourly flow rate (vph) 77 51 22 549 920 15 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 918 1159 pX, platoon unblocked 0.86 vC, conflicting volume 1521 467 935 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1524 467 935 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 15 91 97 cM capacity (veh/h) 91 542 728 Direction, Lane # EB 1 NB 1 SB 1 SB 2 Volume Total 129 571 613 321 Volume Left 77 22 0 0 Volume Right 51 0 0 15 cSH 136 728 1700 1700 Volume to Capacity 0.95 0.03 0.36 0.19 Queue Length 95th (ft) 163 2 0 0 Control Delay (s) 126.9 0.8 0.0 0.0 Lane LOS F A Approach Delay (s) 126.9 0.8 0.0 Approach LOS F Intersection Summary Average Delay 10.3 Intersection Capacity Utilization 53.5% ICU Level of Service A Analysis Period (min) 15 Palo Alto Middlefield Road Traffic Operation Study Existing AM Peak Hour 2: Middlefield Rd & Everett Ave 4/6/2015 Synchro 9 Report Stantec Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 18 6 34 1 11 51 9 428 2 19 828 15 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.69 0.69 0.69 0.79 0.79 0.79 0.86 0.86 0.86 0.90 0.90 0.90 Hourly flow rate (vph) 26 9 49 1 14 65 10 498 2 21 920 17 Pedestrians 10 9 Lane Width (ft) 12.0 12.0 Walking Speed (ft/s) 3.5 3.5 Percent Blockage 1 1 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 455 pX, platoon unblocked 0.92 0.92 0.92 0.92 0.92 0.92 vC, conflicting volume 1321 1501 468 1086 1509 269 937 510 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1179 1375 468 924 1383 38 937 300 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 76 93 91 99 89 93 99 98 cM capacity (veh/h) 110 127 541 171 126 928 727 1149 Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2 Volume Total 84 80 259 251 481 477 Volume Left 26 1 10 0 21 0 Volume Right 49 65 0 2 0 17 cSH 212 425 727 1700 1149 1700 Volume to Capacity 0.40 0.19 0.01 0.15 0.02 0.28 Queue Length 95th (ft) 44 17 1010 Control Delay (s) 32.7 15.4 0.6 0.0 0.6 0.0 Lane LOS D C A A Approach Delay (s) 32.7 15.4 0.3 0.3 Approach LOS D C Intersection Summary Average Delay 2.7 Intersection Capacity Utilization 53.7% ICU Level of Service A Analysis Period (min) 15 Palo Alto Middlefield Road Traffic Operation Study Existing AM Peak Hour 3: Middlefield Rd & Lytton Ave 4/6/2015 Synchro 9 Report Stantec Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 152 24 74 5 138 9 132 278 4 7 482 374 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.7 4.7 Lane Util. Factor 0.95 0.95 1.00 0.95 *0.75 Frpb, ped/bikes 1.00 0.97 1.00 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.91 0.99 1.00 0.93 Flt Protected 0.95 0.99 1.00 0.98 1.00 Satd. Flow (prot) 1681 1551 1839 3478 2580 Flt Permitted 0.95 0.99 1.00 0.98 1.00 Satd. Flow (perm) 1681 1551 1839 3478 2580 Peak-hour factor, PHF 0.92 0.92 0.92 0.88 0.88 0.88 0.89 0.89 0.89 0.87 0.87 0.87 Adj. Flow (vph) 165 26 80 6 157 10 148 312 4 8 554 430 RTOR Reduction (vph) 0 47 00200100440 Lane Group Flow (vph) 140 84 0 0 171 0 0 463 0 0 948 0 Confl. Peds. (#/hr) 5 17 17 5 1 2 2 1 Confl. Bikes (#/hr) 2 19 1 4 Turn Type Split NA Split NA Split NA Split NA Protected Phases 4 4 2 2 1 1 3 3 Permitted Phases Actuated Green, G (s) 15.0 15.0 14.6 20.0 40.8 Effective Green, g (s) 15.0 15.0 14.6 20.0 40.8 Actuated g/C Ratio 0.14 0.14 0.14 0.19 0.38 Clearance Time (s) 4.0 4.0 4.0 4.7 4.7 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 233 215 249 645 976 v/s Ratio Prot c0.08 0.05 c0.09 c0.13 c0.37 v/s Ratio Perm v/c Ratio 0.60 0.39 0.69 0.72 0.97 Uniform Delay, d1 43.6 42.2 44.4 41.3 32.9 Progression Factor 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 4.3 1.2 7.7 3.8 22.1 Delay (s) 47.9 43.4 52.1 45.1 55.0 Level of Service D D D D E Approach Delay (s) 45.7 52.1 45.1 55.0 Approach LOS D D D E Intersection Summary HCM 2000 Control Delay 51.0 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.81 Actuated Cycle Length (s) 107.8 Sum of lost time (s) 17.4 Intersection Capacity Utilization 72.5% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group Palo Alto Middlefield Road Traffic Operation Study Existing PM Peak Hour 1: Middlefield Rd & Hawthorne Ave 4/6/2015 Synchro 9 Report Stantec Page 1 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Volume (veh/h) 42 22 17 626 776 108 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.89 0.89 0.95 0.95 0.90 0.90 Hourly flow rate (vph) 47 25 18 659 862 120 Pedestrians 1 1 Lane Width (ft) 12.0 12.0 Walking Speed (ft/s) 3.5 3.5 Percent Blockage 0 0 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 918 1159 pX, platoon unblocked 0.87 0.94 0.94 vC, conflicting volume 1619 492 983 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1379 332 855 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 59 96 98 cM capacity (veh/h) 115 623 733 Direction, Lane # EB 1 NB 1 SB 1 SB 2 Volume Total 72 677 575 407 Volume Left 47 18 0 0 Volume Right 25 0 0 120 cSH 160 733 1700 1700 Volume to Capacity 0.45 0.02 0.34 0.24 Queue Length 95th (ft) 52 2 0 0 Control Delay (s) 44.8 0.7 0.0 0.0 Lane LOS E A Approach Delay (s) 44.8 0.7 0.0 Approach LOS E Intersection Summary Average Delay 2.1 Intersection Capacity Utilization 57.0% ICU Level of Service B Analysis Period (min) 15 Palo Alto Middlefield Road Traffic Operation Study Existing PM Peak Hour 2: Middlefield Rd & Everett Ave 4/6/2015 Synchro 9 Report Stantec Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 23 30 24 1 5 26 6 594 3 37 667 94 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.74 0.74 0.74 0.80 0.80 0.80 0.86 0.86 0.86 0.90 0.90 0.90 Hourly flow rate (vph) 31 41 32 1 6 32 7 691 3 41 741 104 Pedestrians 1 2 Lane Width (ft) 12.0 12.0 Walking Speed (ft/s) 3.5 3.5 Percent Blockage 0 0 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 455 pX, platoon unblocked 0.89 0.89 0.89 0.89 0.89 0.89 vC, conflicting volume 1271 1585 426 1214 1635 347 847 694 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1065 1416 426 1000 1472 30 847 419 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 78 65 94 99 94 96 99 96 cM capacity (veh/h) 140 116 575 116 107 927 786 1016 Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2 Volume Total 104 40 352 349 412 475 Volume Left 31 1 7 0 41 0 Volume Right 32 32 0 3 0 104 cSH 165 383 786 1700 1016 1700 Volume to Capacity 0.63 0.10 0.01 0.21 0.04 0.28 Queue Length 95th (ft) 87 91030 Control Delay (s) 57.9 15.5 0.3 0.0 1.3 0.0 Lane LOS F C A A Approach Delay (s) 57.9 15.5 0.1 0.6 Approach LOS F C Intersection Summary Average Delay 4.2 Intersection Capacity Utilization 60.4% ICU Level of Service B Analysis Period (min) 15 Palo Alto Middlefield Road Traffic Operation Study Existing PM Peak Hour 3: Middlefield Rd & Lytton Ave 4/6/2015 Synchro 9 Report Stantec Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 225 183 83 6 64 11 85 367 14 11 497 184 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.7 4.7 Lane Util. Factor 0.95 0.95 1.00 0.95 *0.75 Frpb, ped/bikes 1.00 0.99 1.00 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.96 0.98 1.00 0.96 Flt Protected 0.95 1.00 1.00 0.99 1.00 Satd. Flow (prot) 1681 1665 1814 3479 2654 Flt Permitted 0.95 1.00 1.00 0.99 1.00 Satd. Flow (perm) 1681 1665 1814 3479 2654 Peak-hour factor, PHF 0.93 0.93 0.93 0.75 0.75 0.75 0.95 0.95 0.95 0.88 0.88 0.88 Adj. Flow (vph) 242 197 89 8 85 15 89 386 15 12 565 209 RTOR Reduction (vph) 0 11 00400200170 Lane Group Flow (vph) 218 299 0 0 104 0 0 488 0 0 769 0 Confl. Peds. (#/hr) 7 14 14 7 2 6 6 2 Confl. Bikes (#/hr) 10 1 4 2 Bus Blockages (#/hr)000000010010 Turn Type Split NA Split NA Split NA Split NA Protected Phases 4 4 2 2 1 1 3 3 Permitted Phases Actuated Green, G (s) 26.0 26.0 12.1 22.1 39.2 Effective Green, g (s) 26.0 26.0 12.1 22.1 39.2 Actuated g/C Ratio 0.22 0.22 0.10 0.19 0.34 Clearance Time (s) 4.0 4.0 4.0 4.7 4.7 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 374 370 187 658 890 v/s Ratio Prot 0.13 c0.18 c0.06 c0.14 c0.29 v/s Ratio Perm v/c Ratio 0.58 0.81 0.55 0.74 0.86 Uniform Delay, d1 40.6 43.0 49.8 44.7 36.3 Progression Factor 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.3 12.2 3.5 4.5 8.8 Delay (s) 42.9 55.3 53.3 49.2 45.1 Level of Service D E D D D Approach Delay (s) 50.1 53.3 49.2 45.1 Approach LOS DDDD Intersection Summary HCM 2000 Control Delay 48.0 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.78 Actuated Cycle Length (s) 116.8 Sum of lost time (s) 17.4 Intersection Capacity Utilization 65.1% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group A FOCUS TRAFFIC OPERATIONS STUDY OF MIDDLEFIELD ROAD NEAR EVERETT AVENUE C.5 Appendix C3: Intersection Level of Service Calculation Worksheets – Existing plus Project Palo Alto Middlefield Road Traffic Operation Study Lane Drop Alternative - AM Peak Hour 1: Middlefield Rd & Hawthorne Ave 4/6/2015 Synchro 9 Report Stantec Page 1 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Volume (veh/h) 69 43 19 474 819 13 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.84 0.84 0.87 0.87 0.89 0.89 Hourly flow rate (vph) 82 51 22 545 920 15 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 406 1159 pX, platoon unblocked 0.91 vC, conflicting volume 1516 467 935 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1518 467 935 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 15 91 97 cM capacity (veh/h) 96 542 728 Direction, Lane # EB 1 NB 1 SB 1 SB 2 Volume Total 133 567 613 321 Volume Left 82 22 0 0 Volume Right 51 0 0 15 cSH 141 728 1700 1700 Volume to Capacity 0.95 0.03 0.36 0.19 Queue Length 95th (ft) 165 2 0 0 Control Delay (s) 123.5 0.8 0.0 0.0 Lane LOS F A Approach Delay (s) 123.5 0.8 0.0 Approach LOS F Intersection Summary Average Delay 10.4 Intersection Capacity Utilization 53.5% ICU Level of Service A Analysis Period (min) 15 Palo Alto Middlefield Road Traffic Operation Study Lane Drop Alternative - AM Peak Hour 2: Middlefield Rd & Everett Ave 4/6/2015 Synchro 9 Report Stantec Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 0 0 40 0 0 51 0 442 2 0 847 15 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.69 0.69 0.69 0.79 0.79 0.79 0.86 0.86 0.86 0.90 0.90 0.90 Hourly flow rate (vph) 0 0 58 0 0 65 0 514 2 0 941 17 Pedestrians 10 Lane Width (ft) 12.0 Walking Speed (ft/s) 3.5 Percent Blockage 1 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 455 57 pX, platoon unblocked 0.91 0.91 0.91 0.91 0.91 0.86 0.91 0.86 vC, conflicting volume 1529 1476 479 1054 1483 525 958 526 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1164 1105 233 640 1113 369 759 370 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 100 100 92 100 100 88 100 100 cM capacity (veh/h) 118 188 701 295 186 536 773 1011 Direction, Lane # EB 1 WB 1 NB 1 SB 1 SB 2 Volume Total 58 65 516 627 330 Volume Left 00000 Volume Right 58 65 2 0 17 cSH 701 536 1700 1700 1700 Volume to Capacity 0.08 0.12 0.30 0.37 0.19 Queue Length 95th (ft) 7 10 0 0 0 Control Delay (s) 10.6 12.6 0.0 0.0 0.0 Lane LOS B B Approach Delay (s) 10.6 12.6 0.0 0.0 Approach LOS B B Intersection Summary Average Delay 0.9 Intersection Capacity Utilization 33.9% ICU Level of Service A Analysis Period (min) 15 Palo Alto Middlefield Road Traffic Operation Study Lane Drop Alternative - AM Peak Hour 3: Middlefield Rd & Lytton Ave 4/6/2015 Synchro 9 Report Stantec Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 166 24 74 6 149 9 141 269 4 32 481 374 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.7 4.7 Lane Util. Factor 0.95 0.95 1.00 0.95 *0.75 Frpb, ped/bikes 1.00 0.98 1.00 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.91 0.99 1.00 0.94 Flt Protected 0.95 0.99 1.00 0.98 1.00 Satd. Flow (prot) 1681 1558 1841 3475 2582 Flt Permitted 0.95 0.99 1.00 0.98 1.00 Satd. Flow (perm) 1681 1558 1841 3475 2582 Peak-hour factor, PHF 0.92 0.92 0.92 0.88 0.88 0.88 0.89 0.89 0.89 0.87 0.87 0.87 Adj. Flow (vph) 180 26 80 7 169 10 158 302 4 37 553 430 RTOR Reduction (vph) 0 41 00200100410 Lane Group Flow (vph) 148 97 0 0 184 0 0 463 0 0 979 0 Confl. Peds. (#/hr) 5 17 17 5 1 2 2 1 Confl. Bikes (#/hr) 2 19 1 4 Turn Type Split NA Split NA Split NA Split NA Protected Phases 4 4 2 2 1 1 3 3 Permitted Phases Actuated Green, G (s) 15.5 15.5 15.3 20.1 40.8 Effective Green, g (s) 15.5 15.5 15.3 20.1 40.8 Actuated g/C Ratio 0.14 0.14 0.14 0.18 0.37 Clearance Time (s) 4.0 4.0 4.0 4.7 4.7 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 238 221 258 640 965 v/s Ratio Prot c0.09 0.06 c0.10 c0.13 c0.38 v/s Ratio Perm v/c Ratio 0.62 0.44 0.71 0.72 1.01 Uniform Delay, d1 44.0 42.8 44.8 41.9 34.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 5.0 1.4 9.0 4.1 32.7 Delay (s) 49.0 44.2 53.8 45.9 66.9 Level of Service D D D D E Approach Delay (s) 46.7 53.8 45.9 66.9 Approach LOS D D D E Intersection Summary HCM 2000 Control Delay 57.7 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 0.83 Actuated Cycle Length (s) 109.1 Sum of lost time (s) 17.4 Intersection Capacity Utilization 73.9% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Palo Alto Middlefield Road Traffic Operation Study New Lane Drop Alt - PM Peak Hour 1: Middlefield Rd & Hawthorne Ave 4/6/2015 Synchro 9 Report Stantec Page 1 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Volume (veh/h) 49 22 17 619 776 108 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.89 0.89 0.95 0.95 0.90 0.90 Hourly flow rate (vph) 55 25 18 652 862 120 Pedestrians 1 1 Lane Width (ft) 12.0 12.0 Walking Speed (ft/s) 3.5 3.5 Percent Blockage 0 0 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 411 1159 pX, platoon unblocked 0.88 0.96 0.96 vC, conflicting volume 1612 492 983 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1449 383 895 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 47 96 98 cM capacity (veh/h) 105 589 721 Direction, Lane # EB 1 NB 1 SB 1 SB 2 Volume Total 80 669 575 407 Volume Left 55 18 0 0 Volume Right 25 0 0 120 cSH 140 721 1700 1700 Volume to Capacity 0.57 0.02 0.34 0.24 Queue Length 95th (ft) 72 2 0 0 Control Delay (s) 59.9 0.7 0.0 0.0 Lane LOS F A Approach Delay (s) 59.9 0.7 0.0 Approach LOS F Intersection Summary Average Delay 3.0 Intersection Capacity Utilization 57.0% ICU Level of Service B Analysis Period (min) 15 Palo Alto Middlefield Road Traffic Operation Study New Lane Drop Alt - PM Peak Hour 2: Middlefield Rd & Everett Ave 4/6/2015 Synchro 9 Report Stantec Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 0 0 54 0 0 26 0 610 3 0 704 94 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.74 0.74 0.74 0.80 0.80 0.80 0.86 0.86 0.86 0.90 0.90 0.90 Hourly flow rate (vph) 0 0 73 0 0 32 0 709 3 0 782 104 Pedestrians 1 Lane Width (ft) 12.0 Walking Speed (ft/s) 3.5 Percent Blockage 0 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 455 52 pX, platoon unblocked 0.88 0.88 0.92 0.88 0.88 0.84 0.92 0.84 vC, conflicting volume 1579 1548 444 1175 1599 711 888 713 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1268 1233 236 808 1290 561 715 563 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 100 100 90 100 100 92 100 100 cM capacity (veh/h) 101 154 707 214 142 396 814 844 Direction, Lane # EB 1 WB 1 NB 1 SB 1 SB 2 Volume Total 73 32 713 521 365 Volume Left 00000 Volume Right 73 32 3 0 104 cSH 707 396 1700 1700 1700 Volume to Capacity 0.10 0.08 0.42 0.31 0.21 Queue Length 95th (ft)97000 Control Delay (s) 10.7 14.9 0.0 0.0 0.0 Lane LOS B B Approach Delay (s) 10.7 14.9 0.0 0.0 Approach LOS B B Intersection Summary Average Delay 0.7 Intersection Capacity Utilization 42.3% ICU Level of Service A Analysis Period (min) 15 Palo Alto Middlefield Road Traffic Operation Study New Lane Drop Alt - PM Peak Hour 3: Middlefield Road/Middlefield Rd & Lytton Ave 4/6/2015 Synchro 9 Report Stantec Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 241 183 83 7 69 11 91 361 14 78 496 184 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.7 4.7 Lane Util. Factor 0.95 0.95 1.00 0.95 *0.75 Frpb, ped/bikes 1.00 0.99 1.00 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.96 0.98 1.00 0.96 Flt Protected 0.95 1.00 1.00 0.99 0.99 Satd. Flow (prot) 1681 1665 1816 3477 2654 Flt Permitted 0.95 1.00 1.00 0.99 0.99 Satd. Flow (perm) 1681 1665 1816 3477 2654 Peak-hour factor, PHF 0.93 0.93 0.93 0.75 0.75 0.75 0.95 0.95 0.95 0.88 0.88 0.88 Adj. Flow (vph) 259 197 89 9 92 15 96 380 15 89 564 209 RTOR Reduction (vph) 0 11 00400200140 Lane Group Flow (vph) 233 301 0 0 112 0 0 489 0 0 848 0 Confl. Peds. (#/hr) 7 14 14 7 2 6 6 2 Confl. Bikes (#/hr) 10 1 4 2 Bus Blockages (#/hr)000000010010 Turn Type Split NA Split NA Split NA Split NA Protected Phases 4 4 2 2 1 1 3 3 Permitted Phases Actuated Green, G (s) 26.2 26.2 12.5 22.3 41.0 Effective Green, g (s) 26.2 26.2 12.5 22.3 41.0 Actuated g/C Ratio 0.22 0.22 0.10 0.19 0.34 Clearance Time (s) 4.0 4.0 4.0 4.7 4.7 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 368 365 190 649 911 v/s Ratio Prot 0.14 c0.18 c0.06 c0.14 c0.32 v/s Ratio Perm v/c Ratio 0.63 0.82 0.59 0.75 0.93 Uniform Delay, d1 42.2 44.4 51.0 46.0 37.8 Progression Factor 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 3.5 14.0 4.9 5.0 15.7 Delay (s) 45.8 58.4 55.9 50.9 53.6 Level of Service D E E D D Approach Delay (s) 53.0 55.9 50.9 53.6 Approach LOS D E D D Intersection Summary HCM 2000 Control Delay 52.9 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.82 Actuated Cycle Length (s) 119.4 Sum of lost time (s) 17.4 Intersection Capacity Utilization 67.4% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group Palo Alto Middlefield Road Traffic Operation Study New Lane Drop Alt - PM Peak Hour 6: Middlefield Rd & Ped Xing/Peds Xing 4/6/2015 Synchro 9 Report Stantec Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph)0000000636007980 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.7 4.7 Lane Util. Factor 1.00 0.95 Frt 1.00 1.00 Flt Protected 1.00 1.00 Satd. Flow (prot) 1863 3539 Flt Permitted 1.00 1.00 Satd. Flow (perm) 1863 3539 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.86 0.86 0.86 0.90 0.90 0.90 Adj. Flow (vph)0000000740008870 RTOR Reduction (vph)000000000000 Lane Group Flow (vph)0000000740008870 Turn Type NA NA Protected Phases 2 6 Permitted Phases Actuated Green, G (s) 31.0 31.0 Effective Green, g (s) 31.0 31.0 Actuated g/C Ratio 0.78 0.78 Clearance Time (s) 4.7 4.7 Vehicle Extension (s) 3.0 3.0 Lane Grp Cap (vph) 1443 2742 v/s Ratio Prot c0.40 0.25 v/s Ratio Perm v/c Ratio 0.51 0.32 Uniform Delay, d1 1.7 1.4 Progression Factor 1.00 1.00 Incremental Delay, d2 0.3 0.1 Delay (s)2.0 1.4 Level of Service A A Approach Delay (s) 0.0 0.0 2.0 1.4 Approach LOS AAAA Intersection Summary HCM 2000 Control Delay 1.7 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.49 Actuated Cycle Length (s) 40.0 Sum of lost time (s) 7.7 Intersection Capacity Utilization 37.4% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group Lanes, Volumes, Timings 23: Lytton & Middlefield 11/16/2016 Middlefield & Lytton 5:00 pm 07/29/2015 Alt 6A - AM Exist Synchro 9 Report RFR Page 1 Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Lane Configurations Traffic Volume (vph) 10 482 355 86 316 4 252 22 58 1 120 10 Future Volume (vph) 10 482 355 86 316 4 252 22 58 1 120 10 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 0 0 0 0 80 0 0 0 Storage Lanes 0 0 1 0 1 0 0 0 Taper Length (ft) 25 25 25 25 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.943 0.998 0.891 0.990 Flt Protected 0.999 0.950 0.950 Satd. Flow (prot) 0 1755 0 1770 1859 0 1770 1660 0 0 1844 0 Flt Permitted 0.999 0.950 0.950 Satd. Flow (perm) 0 1755 0 1770 1859 0 1770 1660 0 0 1844 0 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 32 63 3 Link Speed (mph) 30 30 25 30 Link Distance (ft) 466 467 565 576 Travel Time (s) 10.6 10.6 15.4 13.1 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 11 524 386 93 343 4 274 24 63 1 130 11 Shared Lane Traffic (%) Lane Group Flow (vph) 0 921 0 93 347 0 274 87 0 0 142 0 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 12 12 12 12 Link Offset(ft)0000 Crosswalk Width(ft) 16 16 16 16 Two way Left Turn Lane Yes Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9 Number of Detectors 1 2 1 2 1 2 1 2 Detector Template Left Thru Left Thru Left Thru Left Thru Leading Detector (ft) 20 100 20 100 20 100 20 100 Trailing Detector (ft) 0 0 0 0 0 0 0 0 Detector 1 Position(ft) 0 0 0 0 0 0 0 0 Detector 1 Size(ft) 20 6 20 6 20 6 20 6 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(ft) 94 94 94 94 Detector 2 Size(ft)6666 Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 0.0 0.0 Turn Type Split NA Split NA Split NA Split NA Protected Phases 2 2 1 1 8 8 7 7 Permitted Phases Lanes, Volumes, Timings 23: Lytton & Middlefield 11/16/2016 Middlefield & Lytton 5:00 pm 07/29/2015 Alt 6A - AM Exist Synchro 9 Report RFR Page 2 Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Detector Phase 2 2 1 1 8 8 7 7 Switch Phase Minimum Initial (s) 10.0 10.0 8.0 8.0 5.0 5.0 5.0 5.0 Minimum Split (s) 26.0 26.0 25.0 25.0 26.0 26.0 26.0 26.0 Total Split (s) 53.0 53.0 25.0 25.0 26.0 26.0 26.0 26.0 Total Split (%) 40.8% 40.8% 19.2% 19.2% 20.0% 20.0% 20.0% 20.0% Maximum Green (s) 48.0 48.0 20.0 20.0 22.0 22.0 22.0 22.0 Yellow Time (s) 4.0 4.0 4.0 4.0 3.0 3.0 3.0 3.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.0 5.0 5.0 4.0 4.0 4.0 Lead/Lag Lag Lag Lead Lead Lag Lag Lead Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s) 5.0 5.0 5.0 5.0 3.0 3.0 3.0 3.0 Recall Mode None None None None None None None None Walk Time (s) 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 Flash Dont Walk (s) 13.0 13.0 12.0 12.0 14.0 14.0 14.0 14.0 Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 Act Effct Green (s) 48.1 20.0 20.0 21.3 21.3 14.4 Actuated g/C Ratio 0.39 0.16 0.16 0.17 0.17 0.12 v/c Ratio 1.30 0.32 1.14 0.89 0.25 0.65 Control Delay 174.4 49.8 140.1 79.2 18.6 63.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 174.4 49.8 140.1 79.2 18.6 63.9 LOS F D F E B E Approach Delay 174.4 121.0 64.6 63.9 Approach LOS F F E E Queue Length 50th (ft) ~924 66 ~321 213 16 107 Queue Length 95th (ft) #1253 124 #541 #388 65 175 Internal Link Dist (ft) 386 387 485 496 Turn Bay Length (ft) 80 Base Capacity (vph) 711 290 305 319 351 335 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 1.30 0.32 1.14 0.86 0.25 0.42 Intersection Summary Area Type: Other Cycle Length: 130 Actuated Cycle Length: 121.9 Natural Cycle: 145 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 1.30 Intersection Signal Delay: 132.1 Intersection LOS: F Intersection Capacity Utilization 92.5% ICU Level of Service F Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. Lanes, Volumes, Timings 23: Lytton & Middlefield 11/16/2016 Middlefield & Lytton 5:00 pm 07/29/2015 Alt 6A - AM Exist Synchro 9 Report RFR Page 3 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 23: Lytton & Middlefield Lanes, Volumes, Timings 23: Lytton & Middlefield 11/16/2016 Middlefield & Lytton 5:00 pm 07/29/2015 Alt 6A - PM Exist Synchro 9 Report RFR Page 1 Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Lane Configurations Traffic Volume (vph) 14 497 163 58 396 13 301 206 54 5 63 12 Future Volume (vph) 14 497 163 58 396 13 301 206 54 5 63 12 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 0 0 0 0 80 0 0 0 Storage Lanes 0 0 1 0 1 0 0 0 Taper Length (ft) 25 25 25 25 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.967 0.995 0.969 0.980 Flt Protected 0.999 0.950 0.950 0.997 Satd. Flow (prot) 0 1799 0 1770 1853 0 1770 1805 0 0 1820 0 Flt Permitted 0.999 0.950 0.950 0.997 Satd. Flow (perm) 0 1799 0 1770 1853 0 1770 1805 0 0 1820 0 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 13 1 9 6 Link Speed (mph) 30 30 30 30 Link Distance (ft) 466 467 565 576 Travel Time (s) 10.6 10.6 12.8 13.1 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 15 540 177 63 430 14 327 224 59 5 68 13 Shared Lane Traffic (%) Lane Group Flow (vph) 0 732 0 63 444 0 327 283 0 0 86 0 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 12 12 12 12 Link Offset(ft)0000 Crosswalk Width(ft) 16 16 16 16 Two way Left Turn Lane Yes Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9 Number of Detectors 1 2 1 2 1 2 1 2 Detector Template Left Thru Left Thru Left Thru Left Thru Leading Detector (ft) 20 100 20 100 20 100 20 100 Trailing Detector (ft) 0 0 0 0 0 0 0 0 Detector 1 Position(ft) 0 0 0 0 0 0 0 0 Detector 1 Size(ft) 20 6 20 6 20 6 20 6 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(ft) 94 94 94 94 Detector 2 Size(ft)6666 Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 0.0 0.0 Turn Type Split NA Split NA Split NA Split NA Protected Phases 2 2 1 1 8 8 7 7 Permitted Phases Lanes, Volumes, Timings 23: Lytton & Middlefield 11/16/2016 Middlefield & Lytton 5:00 pm 07/29/2015 Alt 6A - PM Exist Synchro 9 Report RFR Page 2 Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Detector Phase 2 2 1 1 8 8 7 7 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 5.0 5.0 5.0 5.0 Minimum Split (s) 26.0 26.0 26.0 26.0 26.0 26.0 26.0 26.0 Total Split (s) 47.0 47.0 31.0 31.0 26.0 26.0 26.0 26.0 Total Split (%) 36.2% 36.2% 23.8% 23.8% 20.0% 20.0% 20.0% 20.0% Maximum Green (s) 42.0 42.0 26.0 26.0 22.0 22.0 22.0 22.0 Yellow Time (s) 4.0 4.0 4.0 4.0 3.0 3.0 3.0 3.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.0 5.0 5.0 4.0 4.0 4.0 Lead/Lag Lag Lag Lead Lead Lag Lag Lead Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s) 5.0 5.0 5.0 5.0 3.0 3.0 3.0 3.0 Recall Mode None None None None None None None None Walk Time (s) 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 Flash Dont Walk (s) 13.0 13.0 13.0 13.0 14.0 14.0 14.0 14.0 Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 Act Effct Green (s) 42.0 26.0 26.0 22.0 22.0 10.5 Actuated g/C Ratio 0.35 0.22 0.22 0.19 0.19 0.09 v/c Ratio 1.13 0.16 1.09 1.00 0.83 0.52 Control Delay 114.0 39.8 115.3 97.9 66.1 58.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 114.0 39.8 115.3 97.9 66.1 58.9 LOS F D F F E E Approach Delay 114.0 105.9 83.2 58.9 Approach LOS F F F E Queue Length 50th (ft) ~646 39 ~383 252 204 59 Queue Length 95th (ft) #932 82 #620 #464 #367 113 Internal Link Dist (ft) 386 387 485 496 Turn Bay Length (ft) 80 Base Capacity (vph) 646 388 407 328 342 342 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 1.13 0.16 1.09 1.00 0.83 0.25 Intersection Summary Area Type: Other Cycle Length: 130 Actuated Cycle Length: 118.6 Natural Cycle: 145 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 1.13 Intersection Signal Delay: 99.7 Intersection LOS: F Intersection Capacity Utilization 78.5% ICU Level of Service D Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. Lanes, Volumes, Timings 23: Lytton & Middlefield 11/16/2016 Middlefield & Lytton 5:00 pm 07/29/2015 Alt 6A - PM Exist Synchro 9 Report RFR Page 3 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 23: Lytton & Middlefield Lanes, Volumes, Timings 23: Lytton & Middlefield 11/16/2016 Middlefield & Lytton 5:00 pm 07/29/2015 Alt 6C - AM Exist Synchro 9 Report RFR Page 1 Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Lane Configurations Traffic Volume (vph) 10 482 355 86 316 4 252 22 58 1 120 10 Future Volume (vph) 10 482 355 86 316 4 252 22 58 1 120 10 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 0 0 0 0 80 0 0 0 Storage Lanes 0 0 1 0 1 0 0 0 Taper Length (ft) 25 25 25 25 Lane Util. Factor 0.95 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.937 0.998 0.891 0.990 Flt Protected 0.999 0.950 0.950 Satd. Flow (prot) 0 3313 0 1770 1859 0 1770 1660 0 0 1844 0 Flt Permitted 0.999 0.950 0.950 Satd. Flow (perm) 0 3313 0 1770 1859 0 1770 1660 0 0 1844 0 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 143 63 3 Link Speed (mph) 30 30 25 30 Link Distance (ft) 466 467 565 576 Travel Time (s) 10.6 10.6 15.4 13.1 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 11 524 386 93 343 4 274 24 63 1 130 11 Shared Lane Traffic (%) Lane Group Flow (vph) 0 921 0 93 347 0 274 87 0 0 142 0 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 12 12 12 12 Link Offset(ft)0000 Crosswalk Width(ft) 16 16 16 16 Two way Left Turn Lane Yes Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9 Number of Detectors 1 2 1 2 1 2 1 2 Detector Template Left Thru Left Thru Left Thru Left Thru Leading Detector (ft) 20 100 20 100 20 100 20 100 Trailing Detector (ft) 0 0 0 0 0 0 0 0 Detector 1 Position(ft) 0 0 0 0 0 0 0 0 Detector 1 Size(ft) 20 6 20 6 20 6 20 6 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(ft) 94 94 94 94 Detector 2 Size(ft)6666 Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 0.0 0.0 Turn Type Split NA Split NA Split NA Split NA Protected Phases 2 2 1 1 8 8 7 7 Permitted Phases Lanes, Volumes, Timings 23: Lytton & Middlefield 11/16/2016 Middlefield & Lytton 5:00 pm 07/29/2015 Alt 6C - AM Exist Synchro 9 Report RFR Page 2 Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Detector Phase 2 2 1 1 8 8 7 7 Switch Phase Minimum Initial (s) 10.0 10.0 8.0 8.0 5.0 5.0 5.0 5.0 Minimum Split (s) 26.0 26.0 25.0 25.0 26.0 26.0 26.0 26.0 Total Split (s) 44.0 44.0 34.0 34.0 26.0 26.0 26.0 26.0 Total Split (%) 33.8% 33.8% 26.2% 26.2% 20.0% 20.0% 20.0% 20.0% Maximum Green (s) 39.0 39.0 29.0 29.0 22.0 22.0 22.0 22.0 Yellow Time (s) 4.0 4.0 4.0 4.0 3.0 3.0 3.0 3.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.0 5.0 5.0 4.0 4.0 4.0 Lead/Lag Lag Lag Lead Lead Lag Lag Lead Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s) 5.0 5.0 5.0 5.0 3.0 3.0 3.0 3.0 Recall Mode None None None None None None None None Walk Time (s) 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 Flash Dont Walk (s) 13.0 13.0 12.0 12.0 14.0 14.0 14.0 14.0 Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 Act Effct Green (s) 36.8 26.7 26.7 21.1 21.1 14.3 Actuated g/C Ratio 0.31 0.23 0.23 0.18 0.18 0.12 v/c Ratio 0.81 0.23 0.82 0.86 0.25 0.63 Control Delay 38.3 40.5 60.7 73.6 18.9 61.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 38.3 40.5 60.7 73.6 18.9 61.9 LOS D D E E B E Approach Delay 38.3 56.4 60.4 61.9 Approach LOS D E E E Queue Length 50th (ft) 301 60 259 213 16 107 Queue Length 95th (ft) 411 113 #429 #388 65 175 Internal Link Dist (ft) 386 387 485 496 Turn Bay Length (ft) 80 Base Capacity (vph) 1212 444 466 336 366 353 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.76 0.21 0.74 0.82 0.24 0.40 Intersection Summary Area Type: Other Cycle Length: 130 Actuated Cycle Length: 117.2 Natural Cycle: 105 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.86 Intersection Signal Delay: 48.7 Intersection LOS: D Intersection Capacity Utilization 77.8% ICU Level of Service D Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Lanes, Volumes, Timings 23: Lytton & Middlefield 11/16/2016 Middlefield & Lytton 5:00 pm 07/29/2015 Alt 6C - AM Exist Synchro 9 Report RFR Page 3 Splits and Phases: 23: Lytton & Middlefield Lanes, Volumes, Timings 23: Lytton & Middlefield 11/16/2016 Middlefield & Lytton 5:00 pm 07/29/2015 Alt 6C - PM Exist Synchro 9 Report RFR Page 1 Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Lane Configurations Traffic Volume (vph) 14 497 163 58 396 13 301 206 54 5 63 12 Future Volume (vph) 14 497 163 58 396 13 301 206 54 5 63 12 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 0 0 0 0 80 0 0 0 Storage Lanes 0 0 1 0 1 0 0 0 Taper Length (ft) 25 25 25 25 Lane Util. Factor 0.95 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.964 0.995 0.969 0.980 Flt Protected 0.999 0.950 0.950 0.997 Satd. Flow (prot) 0 3408 0 1770 1853 0 1770 1805 0 0 1820 0 Flt Permitted 0.999 0.950 0.950 0.997 Satd. Flow (perm) 0 3408 0 1770 1853 0 1770 1805 0 0 1820 0 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 30 1 9 6 Link Speed (mph) 30 30 30 30 Link Distance (ft) 466 467 565 576 Travel Time (s) 10.6 10.6 12.8 13.1 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 15 540 177 63 430 14 327 224 59 5 68 13 Shared Lane Traffic (%) Lane Group Flow (vph) 0 732 0 63 444 0 327 283 0 0 86 0 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 12 12 12 12 Link Offset(ft)0000 Crosswalk Width(ft) 16 16 16 16 Two way Left Turn Lane Yes Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9 Number of Detectors 1 2 1 2 1 2 1 2 Detector Template Left Thru Left Thru Left Thru Left Thru Leading Detector (ft) 20 100 20 100 20 100 20 100 Trailing Detector (ft) 0 0 0 0 0 0 0 0 Detector 1 Position(ft) 0 0 0 0 0 0 0 0 Detector 1 Size(ft) 20 6 20 6 20 6 20 6 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(ft) 94 94 94 94 Detector 2 Size(ft)6666 Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 0.0 0.0 Turn Type Split NA Split NA Split NA Split NA Protected Phases 2 2 1 1 8 8 7 7 Permitted Phases Lanes, Volumes, Timings 23: Lytton & Middlefield 11/16/2016 Middlefield & Lytton 5:00 pm 07/29/2015 Alt 6C - PM Exist Synchro 9 Report RFR Page 2 Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Detector Phase 2 2 1 1 8 8 7 7 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 5.0 5.0 5.0 5.0 Minimum Split (s) 26.0 26.0 26.0 26.0 26.0 26.0 26.0 26.0 Total Split (s) 33.0 33.0 40.0 40.0 31.0 31.0 26.0 26.0 Total Split (%) 25.4% 25.4% 30.8% 30.8% 23.8% 23.8% 20.0% 20.0% Maximum Green (s) 28.0 28.0 35.0 35.0 27.0 27.0 22.0 22.0 Yellow Time (s) 4.0 4.0 4.0 4.0 3.0 3.0 3.0 3.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.0 5.0 5.0 4.0 4.0 4.0 Lead/Lag Lag Lag Lead Lead Lag Lag Lead Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s) 5.0 5.0 5.0 5.0 3.0 3.0 3.0 3.0 Recall Mode None None None None None None None None Walk Time (s) 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 Flash Dont Walk (s) 13.0 13.0 13.0 13.0 14.0 14.0 14.0 14.0 Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 Act Effct Green (s) 28.4 32.6 32.6 25.2 25.2 10.4 Actuated g/C Ratio 0.25 0.29 0.29 0.22 0.22 0.09 v/c Ratio 0.83 0.12 0.82 0.82 0.69 0.49 Control Delay 49.1 32.4 52.4 60.9 49.8 57.3 Queue Delay 0.0 0.0 2.7 0.0 0.0 0.0 Total Delay 49.1 32.4 55.1 60.9 49.8 57.3 LOS D C E E D E Approach Delay 49.1 52.3 55.8 57.3 Approach LOS D D E E Queue Length 50th (ft) 275 35 313 238 193 59 Queue Length 95th (ft) #404 74 #504 #404 303 113 Internal Link Dist (ft) 386 387 485 496 Turn Bay Length (ft) 80 Base Capacity (vph) 887 561 588 433 448 367 Starvation Cap Reductn 0 0 66 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.83 0.11 0.85 0.76 0.63 0.23 Intersection Summary Area Type: Other Cycle Length: 130 Actuated Cycle Length: 112.3 Natural Cycle: 105 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.83 Intersection Signal Delay: 52.4 Intersection LOS: D Intersection Capacity Utilization 76.0% ICU Level of Service D Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Lanes, Volumes, Timings 23: Lytton & Middlefield 11/16/2016 Middlefield & Lytton 5:00 pm 07/29/2015 Alt 6C - PM Exist Synchro 9 Report RFR Page 3 Splits and Phases: 23: Lytton & Middlefield Collision Summary Report City of Palo Alto Transportation Department 11/30/16 From 1/1/2009 to 12/31/2013 Total Collisions: 33 Injury Collisions: 16 Fatal Collisions: 1 MIDDLEFIELD RD from HAWTHORNE AVE to LYTTON AVE Page 1 of 7 4110951 2/10/2009 18:17 Tuesday Broadside Other Motor Vehicle MIDDLEFIELD RD & EVERETT AVE Auto R/W Violation 0' Direction: Not State Complaint of Pain # Inj: 1# Killed: 021802A Hit & Run: No Dark ‐ Street Light Clear Pty at Fault:1 Party 1 Driver East Veh Type: Passenger Car Sobriety: HNBD Proceeding Straight Assoc Factor: Not Stated Female Age: 80 Air Bag Not Deployed Not Stated Party 2 Driver North Veh Type: Passenger Car Sobriety: HNBD Proceeding Straight Assoc Factor: Not Stated Female Age: 29 Air Bag Deployed Not Stated 4086391 3/17/2009 16:33 Tuesday Sideswipe Other Motor Vehicle LYTTON AVE & MIDDLEFIELD RD Unknown 0' Direction: Not State Property Damage Only # Inj: 0# Killed: 0Hit & Run: No Daylight Clear Pty at Fault: Party 1 Driver East Veh Type: Passenger Car Sobriety: HBD Not Under Influ Making Left Turn Assoc Factor: Not Stated Male Age: 64 Air Bag Not Deployed Not Stated Party 2 Driver East Veh Type: Passenger Car Sobriety: HNBD Making Left Turn Assoc Factor: Not Stated Female Age: 32 Air Bag Not Deployed Not Stated 4242690 5/17/2009 10:04 Sunday Broadside Other Motor Vehicle MIDDLEFIELD RD & LYTTON AVE Traffic Signals and Signs 0' Direction: Not State Complaint of Pain # Inj: 2# Killed: 021453A Hit & Run: No Daylight Clear Pty at Fault:1 Party 1 Driver South Veh Type: Not Stated Sobriety: HNBD Proceeding Straight Assoc Factor: Not Stated Male Age: 21 Air Bag Deployed Not Stated Party 2 Driver East Veh Type: Not Stated Sobriety: HNBD Proceeding Straight Assoc Factor: Not Stated Female Age: 61 Air Bag Not Deployed Not Stated 4504797 12/13/2009 18:04 Sunday Broadside Motor Vehicle on Othe MIDDLEFIELD RD & EVERETT AVE Auto R/W Violation 0' Direction: Not State Complaint of Pain # Inj: 2# Killed: 021802A Hit & Run: No Dark ‐ Street Light Cloudy Pty at Fault:1 Party 1 Driver East Veh Type: Passenger Car Sobriety: HNBD Proceeding Straight Assoc Factor: Not Stated Male Age: 50 Air Bag Not Deployed Not Stated Party 2 Driver North Veh Type: Passenger Car Sobriety: HNBD Proceeding Straight Assoc Factor: Not Stated Male Age: 23 Air Bag Deployed Not Stated 4566850 2/23/2010 07:36 Tuesday Sideswipe Other Motor Vehicle MIDDLEFIELD RD & LYTTON AVE Improper Turning 3' Direction: North Property Damage Only # Inj: 0# Killed: 022100A Hit & Run: Misde Daylight Cloudy Pty at Fault:1 Party 1 Driver West Veh Type: Truck Sobriety: HBD Impairment Un Making Right Turn Assoc Factor: Not Stated Not State Age:  Not Stated Not Stated Party 2 Driver South Veh Type: Passenger Car Sobriety: HNBD Stopped in Road Assoc Factor: Not Stated Female Age: 43 Air Bag Not Deployed Not Stated MIDDLEFIELD RD from HAWTHORNE AVE to LYTTON AVE Page 2 of 7 4859592 8/30/2010 02:57 Monday Broadside Other Motor Vehicle MIDDLEFIELD RD & EVERETT AVE Unsafe Starting or Backing 50' Direction: South Property Damage Only # Inj: 0# Killed: 022106 Hit & Run: No Daylight Clear Pty at Fault:1 Party 1 Driver East Veh Type: Passenger Car Sobriety: HNBD Backing Assoc Factor: Not Stated Male Age: 46 Lap/Shoulder Harness Used Not Stated Party 2 Driver South Veh Type: Passenger Car Sobriety: HNBD Stopped in Road Assoc Factor: Not Stated Female Age: 33 Lap/Shoulder Harness Used Not Stated 5019961 12/17/2010 14:08 Friday Hit Object Fixed Object MIDDLEFIELD RD & HAWTHORNE AVE Unsafe Speed 13' Direction: East Property Damage Only # Inj: 0# Killed: 022350 Hit & Run: No Daylight Cloudy Pty at Fault:1 Party 1 Driver North Veh Type: Passenger Car Sobriety: HNBD Making Left Turn Assoc Factor: Not Stated Female Age: 20 Air Bag Not Deployed Not Stated 4990468 12/18/2010 00:49 Saturday Hit Object Fixed Object MIDDLEFIELD RD & HAWTHORNE AVE Driving Under Influence 0' Direction: Not State Fatal # Inj: 0# Killed: 123152A Hit & Run: No Dark ‐ Street Light Raining Pty at Fault:1 Party 1 Driver South Veh Type: Passenger Car Sobriety: HBD Under Influenc Proceeding Straight Assoc Factor: Not Stated Male Age: 25 Air Bag Deployed Not Stated Party 2 Parked Vehicle East Veh Type: Passenger Car Sobriety: Not Applicable Parked Assoc Factor: Not Stated Not State Age:  Not Stated Not Stated 5057911 1/13/2011 20:40 Thursday Rear‐End Bicycle MIDDLEFIELD RD & EVERETT AVE Driving Under Influence 90' Direction: South Severe Injury # Inj: 1# Killed: 023152A Hit & Run: Felony Dark ‐ Street Light Raining Pty at Fault:1 Party 1 Driver North Veh Type: Passenger Car Sobriety: HBD Under Influenc Proceeding Straight Assoc Factor: Not Stated Male Age: 47 Air Bag Not Deployed Not Stated Party 2 Bicyclist North Veh Type: Bicycle Sobriety: HNBD Proceeding Straight Assoc Factor: Not Stated Male Age: 28 Not Stated Not Stated 5068336 2/10/2011 18:20 Thursday Broadside Other Motor Vehicle MIDDLEFIELD RD & EVERETT AVE Traffic Signals and Signs 0' Direction: Not State Complaint of Pain # Inj: 1# Killed: 022450A Hit & Run: No Dark ‐ No Street Li Clear Pty at Fault:1 Party 1 Driver East Veh Type: Passenger Car Sobriety: HNBD Stopped in Road Assoc Factor: Not Stated Female Age: 23 Not Required Not Stated Party 2 Driver South Veh Type: Passenger Car Sobriety: HNBD Proceeding Straight Assoc Factor: Not Stated Male Age: 46 Air Bag Not Deployed Not Stated 5173713 4/3/2011 12:40 Sunday Broadside Other Motor Vehicle MIDDLEFIELD RD & EVERETT AVE Unsafe Speed 0' Direction: Not State Complaint of Pain # Inj: 1# Killed: 022350 Hit & Run: No Daylight Clear Pty at Fault:1 Party 1 Driver East Veh Type: Passenger Car Sobriety: HNBD Proceeding Straight Assoc Factor: Not Stated Female Age: 74 Air Bag Not Deployed Not Stated Party 2 Driver North Veh Type: Passenger Car Sobriety: HNBD Proceeding Straight Assoc Factor: Not Stated Male Age: 29 Air Bag Deployed Not Stated MIDDLEFIELD RD from HAWTHORNE AVE to LYTTON AVE Page 3 of 7 5341024 10/6/2011 10:11 Thursday Broadside Other Motor Vehicle MIDDLEFIELD RD & EVERETT AVE Auto R/W Violation 8' Direction: East Complaint of Pain # Inj: 1# Killed: 021802A Hit & Run: No Daylight Cloudy Pty at Fault:1 Party 1 Driver West Veh Type: Passenger Car Sobriety: HNBD Proceeding Straight Assoc Factor: Not Stated Female Age: 16 Air Bag Not Deployed Not Stated Party 2 Driver South Veh Type: Passenger Car Sobriety: HNBD Proceeding Straight Assoc Factor: Not Stated Female Age: 45 Air Bag Not Deployed Not Stated 5357764 10/19/2011 09:10 Wednesday Broadside Other Motor Vehicle MIDDLEFIELD RD & EVERETT AVE Auto R/W Violation 0' Direction: Not State Property Damage Only # Inj: 0# Killed: 021801A Hit & Run: No Daylight Clear Pty at Fault:1 Party 1 Driver East Veh Type: Passenger Car Sobriety: HNBD Making Left Turn Assoc Factor: Not Stated Male Age: 49 Air Bag Deployed Not Stated Party 2 Driver South Veh Type: Passenger Car Sobriety: HNBD Proceeding Straight Assoc Factor: Not Stated Female Age: 59 Air Bag Deployed Not Stated 5368318 10/27/2011 16:33 Thursday Rear‐End Other Motor Vehicle MIDDLEFIELD RD & LYTTON AVE Unsafe Speed 60' Direction: North Property Damage Only # Inj: 0# Killed: 022350 Hit & Run: Misde Daylight Clear Pty at Fault:1 Party 1 Driver South Veh Type: Passenger Car Sobriety: Impairment Not Kno Proceeding Straight Assoc Factor: Not Stated Female Age: 26 Air Bag Not Deployed Not Stated Party 2 Driver South Veh Type: Passenger Car Sobriety: HNBD Stopped in Road Assoc Factor: Not Stated Female Age: 45 Not Stated Not Stated 5466643 1/9/2012 08:52 Monday Broadside Other Motor Vehicle MIDDLEFIELD RD & EVERETT AVE Unsafe Speed 0' Direction: Not State Other Visible Injury # Inj: 1# Killed: 022350 Hit & Run: No Daylight Clear Pty at Fault:1 Party 1 Driver East Veh Type: Passenger Car Sobriety: HNBD Proceeding Straight Assoc Factor: Not Stated Female Age: 21 Air Bag Not Deployed Not Stated Party 2 Driver Not State Veh Type: Passenger Car Sobriety: HNBD Proceeding Straight Assoc Factor: Not Stated Female Age: 75 Air Bag Deployed Not Stated 5591125 4/13/2012 09:20 Friday Broadside Other Motor Vehicle MIDDLEFIELD RD & EVERETT AVE Auto R/W Violation 0' Direction: Not State Property Damage Only # Inj: 0# Killed: 021802A Hit & Run: No Daylight Cloudy Pty at Fault:1 Party 1 Driver East Veh Type: Passenger Car Sobriety: HNBD Making Left Turn Assoc Factor: Not Stated Female Age: 24 Air Bag Not Deployed Not Stated Party 2 Driver South Veh Type: Passenger Car Sobriety: HNBD Proceeding Straight Assoc Factor: Not Stated Female Age: 38 Air Bag Not Deployed Not Stated 5632099 5/19/2012 14:37 Saturday Broadside Other Motor Vehicle MIDDLEFIELD RD & EVERETT AVE Unsafe Speed 0' Direction: Not State Complaint of Pain # Inj: 2# Killed: 022350 Hit & Run: No Daylight Clear Pty at Fault:1 Party 1 Driver South Veh Type: Not Stated Sobriety: HNBD Proceeding Straight Assoc Factor: Not Stated Female Age: 55 Air Bag Not Deployed Not Stated Party 2 Driver East Veh Type: Not Stated Sobriety: HNBD Proceeding Straight Assoc Factor: Not Stated Female Age: 32 Air Bag Not Deployed Not Stated MIDDLEFIELD RD from HAWTHORNE AVE to LYTTON AVE Page 4 of 7 5725974 7/5/2012 19:23 Thursday Broadside Other Motor Vehicle MIDDLEFIELD RD & EVERETT AVE Auto R/W Violation 0' Direction: Not State Property Damage Only # Inj: 0# Killed: 021802A Hit & Run: No Daylight Clear Pty at Fault:1 Party 1 Driver East Veh Type: Passenger Car Sobriety: HNBD Entering Traffic Assoc Factor: Not Stated Female Age: 24 Air Bag Not Deployed Not Stated Party 2 Driver South Veh Type: Pickup Truck Sobriety: HNBD Proceeding Straight Assoc Factor: Not Stated Male Age: 23 Air Bag Not Deployed Not Stated 5748569 7/26/2012 14:09 Thursday Sideswipe Other Motor Vehicle LYTTON AVE & MIDDLEFIELD RD Improper Turning 0' Direction: Not State Property Damage Only # Inj: 0# Killed: 022107 Hit & Run: No Daylight Clear Pty at Fault:1 Party 1 Driver East Veh Type: Other Bus Sobriety: HNBD Making Left Turn Assoc Factor: Not Stated Male Age: 39 Air Bag Not Deployed Not Stated Party 2 Driver East Veh Type: Passenger Car Sobriety: HNBD Making Left Turn Assoc Factor: Not Stated Female Age: 27 Air Bag Not Deployed Not Stated 5763015 9/25/2012 07:41 Tuesday Broadside Other Motor Vehicle EVERETT AVE & MIDDLEFIELD RD Auto R/W Violation 0' Direction: Not State Other Visible Injury # Inj: 4# Killed: 021802A Hit & Run: No Daylight Clear Pty at Fault:1 Party 1 Driver West Veh Type: Passenger Car Sobriety: HNBD Proceeding Straight Assoc Factor: Not Stated Female Age: 18 Air Bag Not Deployed Not Stated Party 2 Driver South Veh Type: Passenger Car Sobriety: HNBD Proceeding Straight Assoc Factor: Not Stated Female Age: 32 Air Bag Deployed Not Stated Party 3 Driver East Veh Type: Truck Sobriety: HNBD Stopped in Road Assoc Factor: Not Stated Male Age: 51 Not Required Not Stated 5828704 9/27/2012 12:38 Thursday Broadside Other Motor Vehicle MIDDLEFIELD RD & EVERETT AVE Auto R/W Violation 0' Direction: Not State Property Damage Only # Inj: 0# Killed: 021802A Hit & Run: No Daylight Clear Pty at Fault:1 Party 1 Driver East Veh Type: Not Stated Sobriety: HNBD Proceeding Straight Assoc Factor: Not Stated Male Age: 29 Air Bag Deployed Not Stated Party 2 Driver North Veh Type: Not Stated Sobriety: HNBD Proceeding Straight Assoc Factor: Not Stated Female Age: 35 Air Bag Not Deployed Not Stated 5807482 10/3/2012 14:42 Wednesday Broadside Other Motor Vehicle MIDDLEFIELD RD & EVERETT AVE Auto R/W Violation 0' Direction: Not State Other Visible Injury # Inj: 1# Killed: 021800A Hit & Run: No Daylight Clear Pty at Fault:1 Party 1 Driver West Veh Type: Passenger Car Sobriety: HNBD Proceeding Straight Assoc Factor: Not Stated Female Age: 33 Air Bag Deployed Not Stated Party 2 Driver North Veh Type: Motorcycle Sobriety: HNBD Proceeding Straight Assoc Factor: Not Stated Male Age: 59 Not Required Not Stated Party 3 Driver North Veh Type: Passenger Car Sobriety: HNBD Stopped in Road Assoc Factor: Not Stated Male Age: 55 Air Bag Not Deployed Not Stated MIDDLEFIELD RD from HAWTHORNE AVE to LYTTON AVE Page 5 of 7 5855576 10/24/2012 08:30 Wednesday Rear‐End Other Motor Vehicle MIDDLEFIELD RD & LYTTON AVE Unsafe Speed 30' Direction: North Complaint of Pain # Inj: 1# Killed: 022350 Hit & Run: No Daylight Raining Pty at Fault:1 Party 1 Driver South Veh Type: Not Stated Sobriety: HNBD Proceeding Straight Assoc Factor: Not Stated Female Age: 59 Air Bag Not Deployed Not Stated Party 2 Driver South Veh Type: Not Stated Sobriety: HNBD Stopped in Road Assoc Factor: Not Stated Male Age: 29 Air Bag Not Deployed Not Stated 6059728 4/29/2013 19:26 Monday Broadside Other Motor Vehicle MIDDLEFIELD RD & EVERETT AVE Auto R/W Violation 0' Direction: Not State Property Damage Only # Inj: 0# Killed: 021802A Hit & Run: No Daylight Clear Pty at Fault:1 Party 1 Driver East Veh Type: Passenger Car Sobriety: HNBD Making Left Turn Assoc Factor: Not Stated Male Age: 42 Air Bag Not Deployed Not Stated Party 2 Driver South Veh Type: Passenger Car Sobriety: HNBD Proceeding Straight Assoc Factor: Not Stated Female Age: 28 Air Bag Not Deployed Not Stated 6109122 6/10/2013 17:58 Monday Broadside Other Motor Vehicle EVERETT AVE & MIDDLEFIELD RD Auto R/W Violation 0' Direction: Not State Property Damage Only # Inj: 0# Killed: 021802 Hit & Run: No Daylight Clear Pty at Fault:1 Party 1 Driver East Veh Type: Passenger Car Sobriety: HNBD Stopped in Road Assoc Factor: Not Stated Male Age: 54 Air Bag Not Deployed Not Stated Party 2 Driver North Veh Type: Passenger Car Sobriety: HNBD Proceeding Straight Assoc Factor: Not Stated Female Age: 45 Air Bag Deployed Not Stated 6182440 8/18/2013 17:36 Sunday Sideswipe Other Motor Vehicle MIDDLEFIELD RD & EVERETT AVE Traffic Signals and Signs 0' Direction: Not State Complaint of Pain # Inj: 1# Killed: 022450A Hit & Run: No Daylight Clear Pty at Fault:1 Party 1 Driver East Veh Type: Passenger Car Sobriety: HNBD Proceeding Straight Assoc Factor: Not Stated Male Age: 22 Air Bag Deployed Not Stated Party 2 Driver North Veh Type: Passenger Car Sobriety: HNBD Proceeding Straight Assoc Factor: Not Stated Male Age: 46 Air Bag Not Deployed Not Stated Party 3 Parked Vehicle Not State Veh Type: Passenger Car Sobriety: Not Applicable Parked Assoc Factor: Not Stated Not State Age:  Not Stated Not Stated 6182428 8/21/2013 15:39 Wednesday Broadside Bicycle LYTTON AVE & MIDDLEFIELD RD Other Hazardous Movement 0' Direction: Not State Complaint of Pain # Inj: 1# Killed: 021200A Hit & Run: No Daylight Clear Pty at Fault:1 Party 1 Bicyclist South Veh Type: Bicycle Sobriety: HNBD Proceeding Straight Assoc Factor: Not Stated Male Age: 14 Not Stated Not Stated Party 2 Driver West Veh Type: Passenger Car Sobriety: HNBD Making Left Turn Assoc Factor: Not Stated Female Age: 47 Air Bag Not Deployed Not Stated 6232729 10/4/2013 09:24 Friday Broadside Other Motor Vehicle MIDDLEFIELD RD & HAWTHORNE AVE Auto R/W Violation 0' Direction: Not State Complaint of Pain # Inj: 2# Killed: 021802A Hit & Run: No Daylight Clear Pty at Fault:1 Party 1 Driver East Veh Type: Passenger Car Sobriety: HNBD Making Left Turn Assoc Factor: Not Stated Female Age: 78 Air Bag Not Deployed Not Stated Party 2 Driver South Veh Type: Passenger Car Sobriety: HNBD Proceeding Straight Assoc Factor: Not Stated Female Age: 34 Air Bag Deployed Not Stated MIDDLEFIELD RD from HAWTHORNE AVE to LYTTON AVE Page 6 of 7 6296809 11/5/2013 17:53 Tuesday Sideswipe Other Motor Vehicle MIDDLEFIELD RD & EVERETT AVE Improper Turning 20' Direction: North Property Damage Only # Inj: 0# Killed: 022107 Hit & Run: Misde Dark ‐ Street Light Clear Pty at Fault:1 Party 1 Driver North Veh Type: Passenger Car Sobriety: HNBD Other Unsafe Turning Assoc Factor: Not Stated Male Age: 78 Air Bag Not Deployed Not Stated Party 2 Driver North Veh Type: Passenger Car Sobriety: HNBD Stopped in Road Assoc Factor: Not Stated Female Age: 29 Air Bag Not Deployed Not Stated 6296873 11/7/2013 16:32 Thursday Broadside Other Motor Vehicle MIDDLEFIELD RD & EVERETT AVE Auto R/W Violation 0' Direction: Not State Property Damage Only # Inj: 0# Killed: 021802A Hit & Run: No Daylight Clear Pty at Fault:1 Party 1 Driver East Veh Type: Passenger Car Sobriety: HNBD Proceeding Straight Assoc Factor: Not Stated Female Age: 25 Air Bag Not Deployed Not Stated Party 2 Driver North Veh Type: Passenger Car Sobriety: HNBD Proceeding Straight Assoc Factor: Not Stated Female Age: 45 Air Bag Not Deployed Not Stated Party 3 Driver North Veh Type: Passenger Car Sobriety: HNBD Proceeding Straight Assoc Factor: Not Stated Male Age: 38 Air Bag Not Deployed Not Stated 6325030 12/1/2013 12:51 Sunday Broadside Other Motor Vehicle MIDDLEFIELD RD & EVERETT AVE Auto R/W Violation 0' Direction: Not State Property Damage Only # Inj: 0# Killed: 021802A Hit & Run: No Daylight Clear Pty at Fault:1 Party 1 Driver East Veh Type: Passenger Car Sobriety: HNBD Proceeding Straight Assoc Factor: Not Stated Female Age: 76 Air Bag Deployed Not Stated Party 2 Driver North Veh Type: Passenger Car Sobriety: HNBD Proceeding Straight Assoc Factor: Not Stated Male Age: 41 Air Bag Not Deployed Not Stated 6350982 12/9/2013 19:13 Monday Broadside Other Motor Vehicle MIDDLEFIELD RD & HAWTHORNE AVE Auto R/W Violation 0' Direction: Not State Property Damage Only # Inj: 0# Killed: 021802A Hit & Run: No Dark ‐ Street Light Clear Pty at Fault:1 Party 1 Driver East Veh Type: Passenger Car Sobriety: HNBD Making Right Turn Assoc Factor: Not Stated Male Age: 49 Air Bag Not Deployed Not Stated Party 2 Driver South Veh Type: Truck Sobriety: HNBD Proceeding Straight Assoc Factor: Not Stated Male Age: 35 Air Bag Not Deployed Not Stated 6331820 12/31/2013 21:08 Tuesday Rear‐End Other Motor Vehicle MIDDLEFIELD RD & LYTTON AVE Unsafe Speed 75' Direction: North Complaint of Pain # Inj: 1# Killed: 022350 Hit & Run: No Dark ‐ Street Light Clear Pty at Fault:1 Party 1 Driver South Veh Type: Passenger Car Sobriety: HNBD Proceeding Straight Assoc Factor: Not Stated Male Age: 20 Air Bag Not Deployed Not Stated Party 2 Driver South Veh Type: Passenger Car Sobriety: HNBD Stopped in Road Assoc Factor: Not Stated Male Age: 17 Air Bag Not Deployed Not Stated MIDDLEFIELD RD from HAWTHORNE AVE to LYTTON AVE Page 7 of 7 Segment Length: 0.17 miles (920') Settings for Query: Start Date: 1/1/2009, End Date: 12/31/2013 (on SWITRS Data) Street: MIDDLEFIELD RD between HAWTHORNE AVE and LYTTON AVE Include Intersection Related: True City Reported: Palo Alto City: Palo Alto Sorted By: Date and Time